2018

Road Bureau
Ministry of Land, Infrastructure, Transport and Tourism
http://www.mlit.go.jp/road/road_e/index_e.html
2018
ROADS IN JAPAN
C O N T E N T S Chapter

Road Administration
Chapter 1 Road Administration in Japan
Types of Road ………………………………………………………………… 2
Administrative Organization ………………………………………………… 8
Planning and Implementation of Projects
………………………………………… 12

in
Administrative Management ………………………………………………… 19

Japan
Chapter 2 Safety and Security
Road Safety …………………………………………………………………… 22
Asset Management …………………………………………………………… 26
Disaster Prevention …………………………………………………………… 34

Chapter 3 Efficiency and Comfort

ITS (Intelligent Transport Systems) ………………………………………… 42
Livability Enhancement ……………………………………………………… 50
Environmental Measures …………………………………………………… 52
Enhancement of modal connect …………………………………………… 53
Multi-level Road System …………………………………………………… 55
Michi-no-Eki (Rest Areas) …………………………………………………… 56
Japan’s Expressway Numbering System ………………………………… 60

Chapter 4 Advanced Road Technologies

Tunnels ………………………………………………………………………… 62
Bridges ………………………………………………………………………… 63
Pavement ……………………………………………………………………… 64

Appendix
History of Roads in Japan ……………………………………………………… 66
Technical Standards …………………………………………………………… 72
Statistics…………………………………………………………………………… 90

Photographs provided by:

East Nippon Expressway Co., Ltd., Metropolitan Expressway Co., Ltd., Hanshin Expressway., Ltd., and Honshu-Shikoku Bridge Expressway Co., Ltd., unless otherwise indicated.

1
 Chapter 1 Road Administration in Japan

Types of Road
This chapter describes road types which are administrated differently by the national government,
Cost sharing of roads
Roads in Japan are classified into National Highways, National Expressways, Prefectural Roads and Municipal Roads depending on
prefectural governments, municipal governments and expressway companies. It also explains how
their road administators. The burden sharing for development/improvement and maintenance/repair activities is different based on
their development/improvement and maintenance/repair costs are secured along with the this classification.
correlated governing acts.
■Burden sharing in road development projects
Road Burden Burden Sharing
Various types of roads in Japan Road Type
Administrator is carried by Development/improvement Maintenance/repair
Development, improvement and repair activities are carried out using
The Road Act of Japan classifies “Roads” into several categories; National Highways, National Expressways, Prefectural Roads and Expressway a loan. The debt and management expense are repaid with toll
Toll Companies revenue
Municipal Roads. In addition to the roads defined by the Road Act, there are various roads such as private roads, farm roads and Minister*1 Article 3 & 4 of the Act on Special Measures
(NEXCOs) concerning Road Construction and Improvement
National Article 6 of the National
forest roads. Expressway Expressway Act National Gov : 3/4 National Gov : 10/10
Under National Gov. Prefectural Gov*2 : 1/4
jurisdiction Article 20 of the National
Prefectures*2
■Roads in Japan
Article 20 of the National Expressway Act
of MLIT Expressway Act
<Development/improvement>
Private roads Under Minister*1
National Gov. National Gov : 2/3 National Gov : 10/10
jurisdiction Article 12 of the Road Act Prefectural Gov*2 : 1/3 Article 49 of the Road Act
<Maintenance, Repair and Prefectures*2 Article 50 of the Road Act
National of MLIT
other management>
“Roads” defined in the Highway Designated section :
Old local roads Minister*1
Maintenance*3
Road Transport Act National Gov : 1/2 : Prefectural Gov*2
Under Other : National Gov. Article 49 of the Road Act
jurisdiction Prefecture*2 Prefectures*2 Prefectural Gov*2 : 1/2 Repair : Can be subsidized
of Pref.*2 Section 13 of the Road Act Article 50 of the Road Act up to 1/2 by National Gov
Article 56 of the Road Act
Maintenance*3
Prefectural Prefecture*2 Can be subsidized up to 1/2 : Prefectural Gov*2
“Roads” in Port and Article 12 and 13 of the Road Act Prefectures*2 by National Gov Article 49 of the Road Act
Roads Farm roads Road Repair : Can be subsidized
Harbor Act Article 56 of the Road Act 1/2 by National Gov
Article 1 of the Road Repair Act
Maintenance*3 : Municipalities
Municipality Can be subsidized up to 1/2 Article 49 of the Road Act
Municipal Municipalities by National Gov Repair : Can be subsidized
Road Article 16 of the Road Act 1/2 by National Gov
Article 56 of the Road Act Article 1 of the Road Repair Act
Parkway/Garden paths Forest roads
*1 “Minister” refers to Minister of Land, Infrastructure, Transport and Tourism. *2 “Prefecture” includes ordinance-designated cities. *3 “Maintenance” includes repairs.
Note: Some national highways, prefectural roads, and municipal roads are maintained by Expressway Companies or Road Public Corporations.

“Roads” in Road Act

Lengths and travels by road type
Expressways account for only 0.7% of the total road length, while they account for 9% of the total vehicle kilometers traveled (VKT)
and play a significant role in road traffic.

■Classification under Article 3 of the Road Act ■Road length and VKT by road type
What is a “Road” from a legal perspective? 0.7 1.9 2.6

A “road” is defined in the Road Act. ■National Expressway 1. National Expressway

L=8,776 km (0.7%) National Expressway
Arterial High-standard Highway
Road Length 10.6 84.3
In this Act, a “road” is defined as a thoroughfare that is open
to public use and is classified into the following types, 2. National Highway (under jurisdiction of MLIT) National Highway with full access control
L=23,653km
under Article 3 Road Types: L=55,565km (4.5%)
■
(under jurisdiction
1)National Expressways*1 National Highway of Prefectures)
L=31,912km Total Vehicle km 9.0 18.5 12.7 32.6 27.2
2)National Highways*2 (all vehicles)
3)Prefectural Roads*3
4)Municipal Roads*4 3. Prefectural Road
L=129,603km (10.6%) Total Vehicle km
13.3 22.1 13.1 31.9 19.5
(freight vehicles)

0% 20% 40% 60% 80% 100%

4. Municipal Road National Expressway National Highway National Highway

(under jurisdiction of pref.)
(under jurisdiction of MLIT)
Ichinomiya Interchange L=1,028,375km (84.1%)
National Highway No 20
On Meishin Expressway Prefectural Road Municipal Road
Definition:
*1: National Expressways form the strategic traffic network for automobiles across the country and connect areas of political/economical/cultural importance or areas that are Note:
critical to national interest. (Article 4 of the National Expressway Act) Data about road length is from “Annual Report of Road Statistics 2013”.

*2: Together with National Expressways, National Highways form the strategic road network for the nation and meet the legal requirements. (Article 5 of the Road Act) Total Length = 1,222,319 km** **iincludes very narrow roads. Total length of roads with enough
width to pass a car coming the other way (i.e. 5.5m wide) is only
Data about vehicle km traveled is from “Road Traffic Census 2005” and
“Annual Report of Automobile Transport 2005”.
*3: Prefectural Roads form the regional arterial road network and meet legal requirements (Article 7 of the Road Act) about 340,000km. Data current as of Mar 2009 for National Expressways.
As of 2016 April 1 Data current as of April 1, 2007 for all other roads.
*4: Municipal Roads serve as a road network within a municipal jurisdiction. (Article 8 of the Road Act)

2 3
 Chapter 1 Road Administration in Japan

Classification of arterial high-standard highway system Arterial high-standard highway network

Arterial high-standard highways were created as a part of the rapid surface transport network across the country. Arterial high-standard highways, which consist mainly of expressways, have been developed throughout the country.
The total planned length is 14,000km
■Arterial high-standard highway network
■Classification of arterial high-standard highway system
稚内

名寄北

留萌

[System] 旭川
鰺ヶ沢

鷹栖 比布 紋別 青森
大鰐弘前 浪岡
深川 網走
倶知安 小坂
小樽 札幌 能代東 大館南
Arterial High-standard Highway* (Total length : 14,000km) 黒松内
千歳恵庭
岩見沢 北見東

安代
八戸

苫小牧東 秋田中央
本別 河辺
帯広 盛岡
江差 室蘭

横手 宮古中央
花巻
函館 酒田 北上
釧路 根室
浦河 中央 水沢
鶴岡
釜石
広尾 新庄 一関

村上瀬波温泉
National Expressway National Highway with full access control 輪島 山形
古川 気仙沼中央

富谷
新潟中央
(Total length : 11,520km) (Total length : 2,480km) 那覇 西原
許田
長岡
米沢中央
仙台宮城
村田
石巻
利府 河南
七尾
那覇空港 福島北
境港

大田
金沢西 高岡 会津若松福島
宍道 上越
魚津 相馬

出雲
下関

高津

松江中央
郡山

米子
北条 小矢部 富山 六日町
小松  砺波
福井北

[Procedure]

萩
浜田 鳥取 長野
豊岡 武生 白河中央

舞鶴東
千代田 高山 更埴

栃木都賀
広島北 沼田 那須

太田桐生
山口 三次東

福岡
落合

唐津
北九州 津山 綾部 白鳥 飛騨
広島 敦賀 上田菅平 佐久小諸 いわき

足利
北房 福知山 清見 宇都宮

岩国
伊万里中 若宮 山口南 高屋 松本 前橋
宇部 山崎
尾道 福山西 倉敷 岡谷

徳山東
佐用 高崎

友部
佐世保中央 春日 長浜

大山崎
佐賀大和
鳥栖 美濃関 岩舟
Decision by Minister of Land,
大垣西 伊那 藤岡

山陽姫路東
阿賀 岡山 彦根

加古川北
武雄 播磨 三木 吉川 可児御嵩 久喜

Proposed route 大津 草津

新居浜
久留米 中津 今治 神戸 米原 土岐 飯田 長坂 白岡 水戸南
高松中央 養老 山本 鶴ヶ島 茨城町
日出 松山 双葉 甲府昭和

大津
Infrastructure, Transport and Tourism 日田 坂出 新四日市

城陽

大月
つくば
長崎 大洲 川之江東 亀山西
いよ小松 鳴門 四日市 豊田東 河口湖 八王子

亀山
関 大栄

豊田
熊本 大分 川之江 洲本 郡山下ツ道
嘉島 井川池田 徳島 海老名
泉佐野 上野東 津 豊川 新清水
高知 御殿場
宇和島朝日 浜松いなさ
Legally determined in the National 八代
佐伯 須崎中央
安芸西
阿南 和歌山 五條
勢和多気 三ヶ日 静岡
清水
沼津
伊勢原
海老名南 木更津
茂原長南
伊勢 浜松 木更津南
Development Master Plan 薩摩川内高江
人吉
えびの
延岡
四万十
南紀田辺
尾鷲北

Arterial Express Construction Act [ 2,480 km] 加治木 小林

新宮南
下田
館山
In service
清武
都城
[11,520 km] 鹿児島 宮崎
Osaka
Under construction
鹿屋串良 Under planning
Tokyo
日南

Basic Plan Basic Plan As of April 1 2018

Decided by the Minister of Land, Infrastructure, Decided by the Minister of Land, Infrastructure,
Transport and Tourism after a discussion in the National Transport and Tourism after a discussion in the Panel on
Development of Arterial Automobile Roads Panel Infrastructure Development (March 2009)

Development Plan Development Plan

Burden sharing of arterial high-standard highways
Decided by the Minister of Land, Infrastructure, Decided by the Minister of Land, Infrastructure,
Transport and Tourism after a discussion in the National Transport and Tourism after a discussion in the Panel on As of April 2012, 10,000 km of arterial high-standard highways are in service. There are two types of highways in Japan: one is
Development of Arterial Automobile Roads Panel Infrastructure Development (March 2009)
tolled highways and the other free highways.
Red lines indicate tolled highways, while blue and green ones indicate partly or fully financed by tax money because of insuffi-
cient profitability.

Section that is under

direct jurisdiction of
Toll section Toll rate based on the individual highway
profitability ■Arterial high-standard highway network burden-sharing
national government Developed as both a public works project
and a toll road project

Difficult to make profitable Distant-base toll system Projects mainly developed under the jurisdiction
Financed by national and local Throughout the nation of the national government
governments Use a pool system,
Toll-free which integrates more
than one road in the redemption
calculation.

* Planned as a strategic high-speed surface traffic network in ”the Fifth Comprehensive National Development Plan”
(decided by the Cabinet on June 30 1987 and “Grand Design of Japan for the 21st century” (decided by the Cabinet on Mar 31 1998).

4 5
 Chapter 1 Road Administration in Japan

Toll road system in Japan Privatization of highway public corporation

Rapid motorization accompanied by economic growth demanded networks of expressways and the government didn't have -Secure the repayment of interest-bearing debts amounting to about 40 trillion JPY.
sufficient tax revenue to finance expressway development. That's why "Toll road system" was introduced. This system enables to -Construct, without delay, genuinely needed expressways with minimum fiscal burden on the general public, while paying due
repay the maintenance costs and construction debts of particular roads with the toll revenues that are collected from the road users. respect to the autonomy of the Companies.
-Offer diverse and flexible prices and services for expressway users by utilizing the private sector’s kno

■Introduction to the toll road system in Japan

In response to the rapidly increasing traffic demand after World War II, immediate road development was ■Organizational chart after privatization
necessary. However, additional financial resources were required , so a toll road system was developed.
Metropolitan Expressway Hanshin Expressway Honshu-Shikoku
Japan Highway Public Corporation (JHPC) Public Corporation Public Corporation Bridge Authority

A Toll Road System

Private Company Construction, Operation and Toll-collection

In 1952, the Act on Special Measures concerning Road Construction and Improvement was enacted. Metropolitan Expressway Hanshin Expressway Honshu-Shikoku Bridge
NEXCO* East NEXCO Central NEXCO West Company Ltd. Company Ltd. Expressway CompanyLtd.
The toll road system was introduced on public roads across the country.
(Project proponent: National, prefectural or municipal governments act as a road administrator.) Will be merged with NEXCO West after business stabilizes

Agency Holding of expressways and repayment of debt

In order to expand the current toll road system, as part of the measure to immediately develop roads across the country, an organization
needs to be established so that private funds will be widely introduced and comprehensive, efficient operations will be carried out. As such,
in 1955 the Road Council recommended the creation of the Japan Highway Public Corporation (JHPC, provisional name).
Japan Expressway Holding and Debt Repayment Agency

In 1956, a full-fledged revision of the Act on Special Measures concerning Road Construction and Privatization was based on the following acts
-Expressway Company Law
Improvement Act on Japan Highway Public Corporation was enacted.
-Japan Expressway Holding and Debt Repayment Agency Law
In 1959, the Act on the Metropolitan Expressway Public Corporation was enacted. -Law Regarding the Development of Highway-Related Laws in Connection with the Privatization of the Japan Highway Public Corporation
In 1962, the Act on the Hanshin Expressway Public Corporation was enacted. -Act for Enforcement of Acts Related to Privatization of the Japan Highway Public Corporation, etc.
In 1970, the Act on the Honsyu-Shikoku Bridge Authority was enacted. *NEXCO: Nippon Expressway Company

Pool system Business scheme

-Expressway Companies are responsible for the construction of new roads which are funded through loans, before transferring the
After the partial opening of the Meishin Expressway in 1963, a 3,400km plan, based on individual profitability, was developed and
expressway assets and the corresponding debts to the responsible Agency.
formulated by March 1972. By that time, 8 expressways, about 710km had been developed, including the Tomei Expressway and
-The Agency is then responsible for completing the repayment of debts within 45 years, using the revenue earned from the roads.
Chuou Expressway.

1972 Road Council Recommendation ■Business scheme

1) Expressways should create an arterial network, wherein they connect to each other throughout the country.
Each link is not necessarily considered independent and, therefore, the toll rates should remain consistent and Expressway Agency Agency
integrated. Companies (Ensures that repayment is
(Carries out effective operations ) completed in 45 years)
2) Under circumstances where development costs are affected largely by changing land costs and construction costs that Transfer of
expressway assets Debts Debt repayment
depend on the length of time needed for construction, cost differentiation due to the start time of projects should be and acceptance of debts
avoided. In addition, debt repayment should be smoothly carried out. Shifting from the individual profitability system Expressway Expressway

Funds raised
to a pool system seems to be the most effective method to combat the aforementioned problems and ensure reliability. construction holdings
Leasing of
Lease fees
expressway assets
Expressway Assets and liabilities
Repayment
■Pool system management shall be transferred to
Payment of of debts Expressway the Agency after completion
(Cross subsidy) Highway B (Cross subsidy) lease fees (inherited debts and
Companies

Toll revenue
new debts)
Highway C Toll collection
Highway B Adminis-
Highway A Highway C Highway A tration Debts Expressway
Toll Adminis- New
revenue
Adminis-
tration Approval from the Minister of MLIT Approval from the Minister of MLIT construction
asset
tration
Toll Toll
revenue Construc- Construc-
revenue Construc- tion
tion
tion
Responsibilities of the Agency Borrowing*

Total Revenue Total Expense -The holding and leasing of expressway assets
(property tax is exempted based on the premise of free service in the future) *borrowed from both national and local governments for
-To ensure early repayment of the debts and thus reduce the public’s burden construction (and this money is loaned to the companies at
-To support expressway companies in carrying out their business successfully no interest)

6 7
 Chapter 1 Road Administration in Japan

Administrative Organization
The Ministry of Land, Infrastructure, Transport and Tourism (MLIT) is in charge of the comprehen-
sive and systematical use of national land, development and conservation, consistent infrastructure
development, implementation of transport policies, development of meteorological service, and
maritime safety and security. Below is the chart showing the organization of the MLIT.

■Organization Chart of MLIT

(As of July 1, 2015)

Ministry of Land, Infrastructure, Transport and Tourism

Minister of Land, Infrastructure, Transport and Tourism Policy Research Institute for Geospatial Information Regional Development Bureau Japan Tourism Agency
Land, Infrastructure, Authority of Japan
State Minister of Land, Infrastructure, Transport and Tourism (2) Transport and Tourism Hokkaido Regional Japan Meteorological Agency
Ogasawara General Office Development Bureau
Parliamentary Vice-Minister of Land, Infrastructure , Transport and Tourism (3) National Institute for Land Japan Transport Safety Board
and Infrastructure Japan Marine Accident Tribunal District Transport Bureau
Vice-Minister of Land, Infrastructure , Transport and Tourism Japan Coast Guard
Management
Regional Civil Aviation Bureau
Vice-Minister for Engineering Affairs, Ministry of Land, Infrastructure, Transport and Tourism
College of Land, Infrastructure,
Air Traffic Control Center
Vice-Minister for Transport and Tourism, Ministry of Land, Infrastructure, Transport and Tourism Transport and Tourism
Vice-Minister for Land, Infrastructure and Hokkaido Development, Ministry of Land, Infrastructure, Transport and Tourism
Vice-Minister for International Affairs, Ministry of Land, Infrastructure, Transport and Tourism Aeronautical Safety College

Private Secretary to the Minister of Land, Infrastructure, Transport and Tourism

Minister's National and Regional Land Economy and Water and Disaster Road Transport Ports and Harbours Civil Aviation Director-General for Director-General for
Policy Bureau Construction Industry City Bureau Road Bureau Housing Bureau Railway Bureau Maritime Bureau Hokkaido Bureau
Secretariat Policy Bureau Bureau Management Bureau Bureau Bureau Bureau Policy Planning International Affairs

Deputy Vice-Minister
Deputy Vice-Minister for
Policy Coordination (2)
Deputy Minister for
Technical Affairs
Deputy Minister for
Construction, Engineering
and Real Estate Industry
Deputy Vice-Minister for
Logistics
Deputy Vice-Minister for
Security and Transport
Safety Policy
Deputy Director-General
for Policy Evaluation
Assistant Vice-Minister
(20)
Assistant Vice-Minister
for Engineering Affairs
(4)
Counsellor (16)
Deputy Director-General
for Engineering Affairs
(2)
Personnel Division
General Affairs Division
Public Relations Division
Budget and Accounts
Division
Local Affairs Division
Welfare Division
Engineering Affairs
Division
Inspector-General
Director for Security
Policy
Director for Transport
Safety
Government Buildings
Department
Director-General Director-General Director-General Director-General Director-General Director-General Director-General Director-General Director-General Director-General Director-General Director-General Director-General
Vice-Director-General Deputy Senior Deputy Senior Deputy Senior Deputy Senior Deputy
Vice-Director-General Vice-Director-General
Director-General Director-General Director-General Director-General Director-General
General Affairs Division General Affairs Division General Affairs Division General Affairs Division General Affairs Division General Affairs Division General Affairs Division General Affairs Division General Affairs Division General Affairs Division General Affairs Division General Affairs Division General Affairs Division Director for Policy
Evaluation
Policy Division National Planning Policy Planning Division Urban Policy Division Water Administration Road Administration Housing Policy Division Trunk Railway Division Safety Policy Division Safety Policy Division Port Management and Aviation Strategy Budget Division
Division Division Division Operation Division Division
Policy Division for International Urban-Safety Affairs Housing Development Urban Railway Division Environmental Policy Ocean Development and Road, City and
Universal Design Regional Policy Affairs Division Division River Planning Division Road Traffic Control Division Division Environment Policy Division Planning Division Housing
Railwy Industries Division Aviation Network
Division Division Department Administration Division
Environmental Policy Land Price Research Urban Renewal River Environment Residence Support Engineering Policy Seafarers Policy Division Industrial Port Policy
Division National Land Information Division Promotion Division Division Planning Division Division International Policy and Division Division Water Administration
Projec Division International Shipping Director-General
Division Division
Ocean Policy Division Cadastral Promotion City Planning Division River Improvement and National Highway and Housing Production Registration and Division Engineering Planning
Engineering Planning Planning Division
Regional Development Division Management Division Risk Management Division Information Division Division Port and Harbor
Public-Private Partnership Urban Development and Division Coastal Shipping Division
Division Division Aviation Industries Administration Division
Promotion Division Real Estate Industry Improvement Division Disaster Prevention and Building Guidance Passenger Transport Ocean and
Facilities Division Shipbuilding and Ship Division
Remote Islands Division Relief Division Environment and Division Division Environmental Policy Agriculture, Forestry
Logistics Policy Development Division Urban Transport Safety Division Machinery Division Division and Fishery Division
Safety Administrator Airport Facilities
Division Real Estate Market Facilities Division Water Resources Urban Building Cargo Transport
Inspection and Division
Director for Planning (2) Division Expressway Division Division Division Coastal Administration Counsellor
International Logistics Parks, Green Spaces Department Measurement Division
and Disaster Capital Area Airports
Division Director for Special Construction Industry and Landscape Division Type Approval and Management Division
Director-General Seafarers License and Division
Areas Development Division Recall Division
Policy Planning and Education Division
Water Resources Environment
Coordination Division for Construction Market Maintenance Service
Policy Division and Regional
Public Works Project Division Division
Development Division
Water Resources
Technology Policy Planning Division
Division Aviation Safety and
Security Department
International Sewerage and
Policy Division Wastewater Management Director-General
Department
Overseas Project Aviation Safety and
Division Director-General Security Planning
Division
Information Policy Sewerage Planning
Division Division Airport Safety and
Aviation Security
Ministerial Informatization Sewerage Works Division
Division Division
Flight Standards
Director for Director for Watershed Division
Comprehensive Management
Transport Policy Airworthiness
Director-General Sabo (Erosion and Division
Sediment Control)
Public Transport Policy Transport Planning
Department Division Department Air Navigation Services
Department
Public Transport Director-General
Support Division Director-General
Sabo (Erosion and
Director for Sediment Control) Air Navigation
Comprehensive Planning Division Services Planning
Director-General Transport Policy Division
Land Conservation
Administration Air Traffic Control
Division
Division Division
Planning Division Operations and Flight
Inspection Division
Architecture and
Building Engineering Air Navigation
Division Services Engineering
Division
Building Equipment
and Environment
Division

8 9
 Chapter 1 Road Administration in Japan

■Organization Chart of Road Bureau ■Regional Development Bureaus

10 Regional Development Bureaus 89 Offices 272 Branches

General Affairs Division Expressway Companies Affairs Office Ministry of Land, Hokkaido Regional Development Bureau 10 Offices 33 Branches
• Coordination of Bureau Affairs Infrastructure, Transport
• Personnel Affairs of Bureau and Tourism Tohoku Regional Development Bureau 13 Offices 46 Branches
• Budgeting Headquarters Offices
Road Administration Division Road Use Coordination Office Kanto Regional Development Bureau 15 Offices 51 Branches
• Drafting of Road related Bills
• Administration and Supervision of Roads
Hokuriku Regional Development Bureau 6 Offices 22 Branches
• Designation of Roads

Road Traffic Control Division Vehicle Traffic Management Office Chubu Regional Development Bureau 13 Offices 35 Branches
• Planning and Coordination of Road Traffic Control
• Supervision of Center for Road Traffic Information ITS Policy and Program Office
• Planning and Coordination of ITS Kinki Regional Development Bureau 12 Offices 34 Branches

Planning Division International Affairs Office

Vice-Director Chugoku Regional Development Bureau 9 Offices 26 Branches
Ministry of Land, -General • Planning of Important of Roads
Infrastructure, Director-General of (except National Expressways)
the Road Bureau Economic Research,Traffic Survey and Census Office
Transport and Deputy Director- Shikoku Regional Development Bureau 7 Offices 15 Branches
Tourism • Survey and Statistics of Roads
General • Long-term Programs
Performance Management Office
• Technical Standards
• International Affairs
Kyushu Regional Development Bureau 13 Offices 35 Branches

Director-General National Highway and Engineering Division Road Maintenance Management Office
Social Overhead
Regional
Okinawa Regional Development Bureau 2 Offices 6 Branches
Capital • Construction and Management of
Development
Provision Council
Bureau • Risk Management of Roads As of April 1,2018
• Planning of New Technology for Roads

Environment, Safety and Risk Management Division Road Risk Management Office
• Technical Supervision and
Road Safety Management Office
• Coordination of Local Roads
• Environment Planning of Roads
• Safety Management of Roads ■Organization Chart of a Regional Development Bureau
Expressway Division Toll Road Coordination Office
• Planning and Survey of Expressway System
• Permission for Construction of Expressway

Counsellor
Road Administration Division
• Planning and implementation of "Bicycle Use Promotion Act"
• Coordination of the divisions

Road Planning Division

As of April 1, 2018

Director-General, Regional Road Division

Regional Road
Development Department
Bureau Road Project Coordination Division

Road Construction Division

Work Branch
Office Office Road Management Division

Road Traffic Management Division

10 11
 Chapter 1 Road Administration in Japan

Planning and Implementation

of Projects
This section describes how road projects are evaluated in order to achieve accountability
Assessment of policy goals for road projects
To enhance the transparency and efficiency of road projects, reviews have been introduced into the planning stage of bypass,
road widening and other projects, and “outcome-based management” practices, which are based on data, have been
Implementation of an evaluation system introduced in local projects.
To improve efficiency and transparency, project evaluation is conducted throughout the entire process, from preparation to
execution and servicing. The first evaluation is conducted while planning a new project and involves cost-benefit analysis.
Projects that are not complete within five years of their start date are reassessed, and those that are found to be no longer neces-
sary or no longer effective are discontinued or cancelled. Projects are also assessed when they are completed. ■ Planning review and outcome-based management flowchart
In order to evaluate the sustainability of a project, the economic, environmental and social effects of the projects should be
assessed. Economic and environmental impacts are assessed through cost-benefit analyses and environmental assessments
respectively. Major projects Local projects
(Bypass, road widening, etc.) (Traffic safety, disaster preparedness, etc.)

■ Road development Takes average of 10 years for a typical expressway project

project procedures Identification of urban/regional issues Results-oriented management (New)
(Data, resident’s opinions, etc.)
Planning Measurement of road traffic volume
Analyze causes Identification of local issues
(Data, resident’s opinions, etc.)
Understanding road traffic condition
Define policy goals
Long-term plan
Road development plan Local
incl. land use plan Local
government Identification and Opinions government
Compare and assess Opinions
Identify alternative routes Conception Stage announcement of areas
proposed measures Third-party
Public Involvement Third-party requiring attention (List)
(PI) panel
Comparative review panel

Procedure for
Select measures
environmental Decision of general plan
Community to implement
impact assessment
Consultation Meeting Analysis of causes,
Implementation City planning decision Relevant Bypass,
Other projects, measures
measures proposal
municipalities road widening, (Intersection improvement, etc.)
Pre-project etc. ‹Urgency›
Assessment for Project Commencement of development • Data
Consultation
Approval (accidents, disasters, etc,)
with locals
In situ survey • Resident opinions
Periodic ‹Validity›
Assessment • Progress of other projects
Detail design • Feasibility of measures
during
Environmental impact assessment, (Land availability, etc.)
Project
Adjustment and Pile installation for right of way urban planning
decision of right of way Announcement
of construction Selection of measures
Approved as a road Purchase of land to implement
project Negotiation of construction Assessment for approval
details with locals of new project
Construction
Announcement Revalidation of needs, project content
Post-project (Detailed check)
evaluation Open to public of opening

Maintenance Approval of new project Start of new project

Management
/management
12 13
 Chapter 1 Road Administration in Japan

Road development planning Road development process

Roads in Japan are generally developed through the following procedure to make sure to choose the optimal route. After a city planning decision was made, roads are developed taking the following steps while making sure to build the consensus
of the local residents.

■Road development planning ■ Implementation of road projects

Covers vehicles, bicycles and pedestrians for
Measurement of road traffic volume the purposes of;
City planning decision (1)
(1) Traffic volume (2) Origin and destination
(3) Condition of road development
Assess the current condition such as traffic volume
Assessment of road and traffic condition and traffic safety of the existing roads.
Commencement of development

Explain measurement to the

Community Consultation parties involved Measurements of centerline, horizontal/vertical
Determine the road type and plan the fundamental
Road development plan design (number of lanes and cross-section) Meeting profiles and geological are carried out.

In situ survey Install piles for center mark (2)

during the land survey
Identify multiple routes for comparison in the (1)
Identify alternative routes light of the plan.
Detail design Designed based on the
survey data (S=1/1,000)
(1)
Make a comparison with other routes with respect Explanation of details to
Comparative review to nature, structure, care for control-points* and Consultation with locals the parties involved using the
design together with indemnity
economy before deciding the optimal route. for land loss. Land measurement/survey is
carried out after explanation to
the owners. Negotiation of compensation is conducted.

Pile installation
(2) Decision of general plan
for right of way
Install piles to mark right of way

Pile installation
*Control-point: a spot where a route should avoid because of its societal condition such as shrines and temples or landslide-prone areas. Measurement of properties, both
(1) Structures at grade (2) Elevated structures
Measurement of lands lands and buildings (owners are
asked to be present to confirm
(1) (2) measurements) Width determined in
the city plan Width determined in
the city plan
(A) Embankment
Plan A Plan C Land acquisition Negotiation with the parties
involved on the indemnity for
Pile Pile

negotiation land loss

(2) Pile Pile

Payment of indemnity for land

loss following conclusion of (B) Cutting
agreement

Explanation of Explanation of the construction

methods and construction safety
construction plan to the parties involved Width determined in
the city plan

Plan B * Further survey of buried Roads are constructed

Comparison cultural properties is to be with utmost caution not
conducted as necessary to disturb the surrounding
areas.
Plan A (Bypass route) Plan B (improvement) Plan C (no-build)
Detour the
residential areas
Widen the existing
route to build
Continue to use
the existing road
Construction
elevated roads

Roads are open to pedestrians

and vehicles after completion
Completion/open to public of construction.

Maintenance/
management

14 15
 Chapter 1 Road Administration in Japan

Environmental impact assessment (EIA) Road project assessment

An assessment system in which a project proponent identifies/predicts/evaluates the potential impacts of the project on the environ- Road project assessment is carried out at various phases of the project; assessment at planning phase, pre-project assessment
ment prior to the decision being made on the details. In order to create an improved project, this collected information is available phase, during project and post-project phase.
to the public and municipalities so that they can add their input.

■Road projects that have to be assessed ■Road project assessment

Class 1
Class 1 Class 2 •Target of the project assessment : New development or improvement
A large-sized project with potentially
significant environmental impacts. •Evaluation proponent : Project proponent (MLIT, municipalities or the kind)
National Expressway All 5 years
3 years after the 1 st Within 5 years
Tokyo Class 2 periodic assessment after completion
If construction has not
Metropolitan Expressway 4 lanes or more A large-sized project that requires an assessment started for 3 years
to determine whether it has significant environmental
National Highway 4 lanes or more,10km or longer 2 lanes or more, 15km-20km impacts. A large-sized project that requires an (Project Selection) (Start of Construction) (End of Project)
assessment to determine whether it could have
Large-scale Forest Road 2 lanes or more, 20km or longer 2 lanes or more, 15km-20km significant environmental impacts.

Pre-project Assessment for

Project Approval Periodic Assessment during Project Post-project Evaluation

■Road projects that need to be assessed 1) Pre-project assessment for project approval
Total : 1,458projects
Project assessment including a cost-benefit analysis is conducted when approving a new project.
(no pertinent project in FY2009)
This procedure was introduced in FY 1998.
Document primary environmental
impact considerations
Total : 3,397projects
2) Periodic assessment during project
Class-2 Of which reviewed projects : 72
project When a project has not started for 3 years after approval or when a project is still in progress for 5 years, another terminated projects : 32
1 Screening assessment will be conducted and any necessary improvements will be made. If the continuation of the project is FY2009 : 102projects
Planning Outline of the project Screening process to decide whether the project needs further found to be inappropriate, it will be abandoned. This procedure was introduced in FY 1998. Of which reviewed projects : 4
EIA processing. terminated projects : 0
Class-1
project No assessment
required 3) Post-project evaluation
Post-Project evaluation is carried out in order to confirm its effectiveness and environmental impacts. Total : 217projects
2 Scoping (FY2009 : 29projects)
1 Screening

As necessary, improvements and appropriate planning and researching for similar projects are examined.
Draft of the assessment method Determining scope of the assessment including evaluation
This procedure was introduced in FY 2003.
items, method and framework.
Oversight of the third person Independent Committee on Oversight of Project Evaluation is formed by each local office and public body for Periodic Assessment during Project and
Postproject Evaluation
Assessment method
Preparing Document identifying method
assessment method Prepared by the project proponent identifying the evaluation
items, method and other details.
Cost-benefit analysis of a road project
2 Scoping

(announcement) Inputs from Residents

and Governor Cost-benefit (B/C ratio) analysis for road project is made to assess adequacy of the project from the social and economic aspects.
Research
■Cost-benefit (B/C Ratio) calculation
Draft EIS Calculation of Benefit (B) Calculation of Cost (C)
Preparing A draft summary of the assessment results for
Draft Environmental Impact Statement (EIS) hearing opinions of residents and governor. Traffic flow estimate
Prepared by the project proponent prior to implementation on -Traffic volume
-Travel speed and other factors Total Cost
(announcement) Inputs from Residents the survey, prediction, evaluation and measures.
and Governor
Input from Minister
Converting to monetary value using -Project cost for road development
of Environment time value of persons and vehicles
Total Benefit -Maintenance and operation cost
Final EIS (for 50 years after the opening)
Preparing Modified form of environmental impact statement -Benefits from travel time savings
Final Environment Impact Statement (EIS) with the improvements taking into consideration -Benefits from operating cost savings
the inputs of residents and governor. -Benefits from accident cost savings
Prepared by the project proponent taking local opinions (Sum of each benefit for 50 years after the opening)
(announcement)
into consideration.
Examination
Approval (responsible
minister) -Social discount rate (4%)
-Excluding price fluctuation (deflator)

Implementation of the project B/C calculation

16 17
 Chapter 1 Road Administration in Japan

Benefits from travel time savings

Administrative Management
Together with regional public corporations, NPOs and other citizens’ groups, the Japanese govern-
Time values of human activities, vehicle user and freight are considered.
ment is currently putting its efforts toward enhancing administrative management for roads. In
■Travel time savings order to achieve more effective, efficient and transparent road administration, Japan has promoted
result-oriented administrative management for roads.
Measured as a difference in the value of travel time before and after a new road is opened.
Benefits from travel time savings = (Value of travel time Before the road is opened)-(Value of travel time After the road is opened)

The value of travel time is a product of the time value unit multiplied by travel time and by volume.
Value of travel time (yen) = time value unit (yen/vehicle-minutes) x travel time (min) x traffic volume (vehicles)
Establishing a well-organized evaluation system
Currently, road administrative management is conducted according to the PDCA cycle (PLAN-DO-CHECK-ACT cycle), whereby:
What consists of the time value unit? policy goals are determined by using performance (outcome) indicators (PLAN); policy measures and projects are executed
Time value unit Time value of human activities (DO); results are analyzed and achievements are evaluated (CHECK); and the results are reflected in subsequent administrative
(Monetary) value of time savings that can be used for extra human activities such as labor and leisure.
activities (ACT).
Time value of vehicle use
■ Target and past performance measured by KEY Performance Indicators (KPIs) specified
The monetary value of one
minute that is saved by one vehicle. (Monetary) value of time savings that can be used for extra production activities by unused vehicle.
(Unit: yen/vehicle-minutes) in the Priority Plan for Social Infrastructure Development
Time value of freight (five years, FY 2012-2016)
(Monetary) value of time savings from reduced travel time of freight
Actual performance Target
Objective Measure KPI
Benefits from operating cost savings
2012 2013 2017
1. Reduce disaster 1-1 Improve earthquake-resistance strength of infrastructure and 77% 78%
risks on a large scale implement other non-infrastructure measures to protect against Number of quake-resistant bridges on
Costs for fuel, engine oil, tire and tube, maintenance and depreciation are considered. emergency routes (percentage) (as of the end (as of the end 82%
or in wide areas earthquakes. of FY2010) of FY2011)

■Operating cost savings Number of power lines on arterial

roads in urban areas that are buried 15% 15.3% 18%
under ground
Measured as a difference in operating cost before and after a road is opened.
Benefits from operating cost savings = (Operating costs Before the road is opened)-(Operating costs After the road is opened) Number of road links that provide a 46% 47%
fast connection between major cities*1 (as of the end (as of the end About 50%
of FY2010) of FY2011)
The operating cost is calculated by multiplying the operating cost unit by length and by traffic volume.
1-2 Protect massive or region-wide tsunami-prone areas and Number of power lines on arterial
Operating cost (yen) = operating cost unit (yen/vehicle-km) x length (km) x traffic volume (vehicles) improve the protection of areas below sea level, which either roads in urban areas that are buried 15% 15.3% 18%
have a large population or a significant number of assets, from under ground (percentage)
high tide water and abrasion.
What consists of the operating cost unit?
1-3 Enhance flood and large-scale landslide control measures to Number of improved slopes and 54% 56%
Operating cost unit Fuel cost Costs for fuel protect areas with a large population or a significant number of assets embankments that were in need (as of the end (as of the end 68%
or areas that, in recent years, have been prone to significant damaged. of protection (percentage) of FY2010) of FY2011)
Engine oil cost Cost for engine oil
2. Enhance 2-1 Expand and enhance capacity and accessibility of large cities, Length of ring roads in operation in
Costs for tire and tube Costs for tire and other infrastructure across ports, and airports that are internationally competitive and the three largest metropolitan areas 56% 58% About 75%
the country for the promote overseas projects through public-private cooperation. (percentage)
Maintenance cost Costs for maintenance and repair benefit of industry
and the economy,
Depreciation Reduction of vehicle value after travelling a unit distance.
in order to boost 2-2 Maintain and enhance progress by stressing the unique Number of power lines on arterial
international strengths and charm of each area. roads in urban areas that are buried 15% 15.3% 18%
competitiveness under ground (percentage)

Benefits from accident cost savings Number of road links that provide fast
connections between major cities
46%
(as of the end
47%
(as of the end About 50%
(percentage)*1 of FY2010) of FY2011)
Congestion-induced cost, physical damage and human damage are considered.

■Accident cost savings

3. Achieve a 3-1 Create a model for a sustainable and energy-efficient life style Time lost due to railroad crossings 1.28 million 1.24 million 1.21 million
sustainable and and encourage the adoption of this lifestyle domestically and that are closed for a long time person-time/day person-time/day person-time/day
vibrant society and internationally.
regional communities
3-2 Promote a safe and secure society in this era of aging Percentage of specified roads with About 100%
Measured as a difference in accident cost before and after a road is opened. population, which correlates with a rate of childbirth. barrier-free elements 77% 81% (as of the end
of FY2020)
Benefits from accident cost savings = (Accident costs Before the road is opened)-(Accident costs After the road is opened)
Number of power lines on arterial
The accident cost is calculated by multiplying the cost per injury/fatal accident by the number of injury/fatal accidents. roads in urban areas that are buried 15% 15.3% 18%
under ground (percentage)
Accident cost (yen) = number of injury/fatal accident (accidents) x cost per injury/fatal accident (yen/accident)
Reduction of fatal and injury Reduction of
accidents at accident-prone fatal and injury
Formula for cost per locations (percentage) - -
accidents by 30%
Formula for cost per injury/fatal accident injury/fatal accident
Length of sidewalks provided for 51% 52%
school routes (percentage)*2 (as of the end (as of the end About 60%
Road segment Per-accident cost due to congestion of FY2010) of FY2011)
Injury/fatal Traffic length or num- +
accident rate
x volume
x ber of major 4. Maintain, manage, 4-1 Promote life extension of infrastructure, where applicable. Number of plans for extending road
and reconstruct social bridge life across the country
intersections Per-accident property damage infrastructure in a (percentage) 76% 89% 100%
proper manner
+
Per-accident human damage *1 Number of road links that provide fast connection between major cities: “fast connection” is defined as 60km/h or higher when the length of the shortest route between cities is divided by the shortest travel time.
*2 “School route”: specified in the Article 3 of the Act on Advancement of Traffic Safety Facilities Improvement Program.
Excerpt from “Chapter 3 Outline of Priority Objectives and Projects during the Target Period” in “the Priority Social Infrastructure Development Plan” (decided by the Cabinet on August 31, 2013)

18 19
 Chapter 1 Road Administration in Japan

Chapter

Effective implementation of projects by

selection and concentration
To effectively implement each project, data analysis is conducted on each policy issue. This allows for the clear identification of
sites and sections that are in particular need of substantial countermeasures. Road administration becomes more effective,
efficient and transparent when the general public is consulted at each stage of the PDCA cycle. For example, regional needs and

Safety and Security

challenges can be better understood and confirmed when input from the public is solicited about which sites to select.

■ Road Administrative management that An example of how to align sites that are determined to be a
high priority and whether they meet the requirements of
collaborates with the general public daily life, according to data analysis
Understanding regional needs and challenges

Number of accidents, time loss

due to congestion, etc.
Sites with high priority Select high priority
sections
Determine high priority
sections by sorting sections
in descending order
according to the number of
accidents and congestion

Sites that are high priority

Select high priority sites

Confirm whether the selected sites are

meeting the requirements of daily life

Determine which sites are in need of

countermeasures
Plan
Setting target and
developing plan by
reflecting challenges

Is the plan keeping Complaints,

up with the comments,
requirements of daily life? requests, etc.
Act
Do Reflecting the
Implementing Collaboration results of evaluation
measures in administrative
with citizens
and projects management
Recognition of Verification of
the effects of effects, exchange of
countermeasures opinions

Japan is a country with beautiful natural scenery,
Check which changes from season to season, but also has
steep land formations, weak geological features and is
Evaluating measures
prone to earthquakes, storms, heavy snowfall and
other natural disasters. Traffic accident fatalities and
casualties are also rising with traffic-related deaths of
about 4,500 and traffic-related casualties reaching
800,000, signifying that one out of every 140 people
is injured or dies in a traffic accident a year.
Diverse measures are being implemented to prevent
disasters and accidents; mitigate damages; enable
quick restoration; improve the safety and security of
road traffic; and create comfortable living environ-
ments.

20 21
 Chapter 2 Safety and Security

Road Safety Safety actions for local roads

Since the 1990s, the number of road fatalities has steadily declined, falling below 4,500 in 2012. However,
the annual number of road fatalities and injuries remains over 800,000. Pedestrians, particularly the elderly, Meticulous safety actions are implemented on local roads, in partnership with residents and related organizations, by applying a
account for a larger proportion of fatalities in Japan. problem solving cycle, which starts with problem identification and sorting and ends with post evaluation of its benefits.
Therefore, authorities have been implementing various safety actions on both arterial and local roads.

■Safe areas for pedestrians

■Trends in the number of road traffic accidents, fatalities and injuries Arterial roads Residential zones
20,000 1,500
16,765 people
1,191,041 people 618,853 people ■ Intersections

Fatalities and injuries (1,000 Persons),

(1970) Introducing zones where
Record high (2004) (2016)
Record high pedestrians and bicycles take

Traffic accidents (1,000 Accidents)

499,201 • Providing right-turn lanes and
15,000 Traffic fatalities 997,861 people accidents priority over vehicles
Fatalities (Persons)

(1970) geometrical improvements

Fatalities and (2016) 1,000
718,080 accidents
injuries
(1970)
■ Parking enforcement
10,000
952,709
accidents (2004) ■ Traffic signals
Record high 500
Traffic
5,000 accidents • Signal optimization based on
traffic volume
3,904 people (2016)
Lowest in recent years • LED traffic signals Speed regulation within the zone
0
(Public Safety Commissions)
0
1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010 2015 2016 (Year) • Barrier-free traffic signals for the
1 Up until 1959, accidents causing minor injuries (injuries treat able in less than eight days and property damage less than 20,000 yen) were not included. elderly and the visually impaired
2 In and after 1966, the number of accidents does not include property damage.
3 In and before 1971, Okinawa Prefecture is not included in the numbers of accidents, fatalities and injuries. Source: Data from the National Police Agency

Actions for reducing ■An example of safety actions for arterial roads
Route measures
accidents on arterial roads
Establishing a bicycle zone

■ Non-motorized users
Chicane
The government identified 3,396 arterial road • Development and improvement of
Placing road lighting
sections across the country where fatal or injury sidewalks, bicycle routes and shared
spaces
accident rates (accidents per VKT) were particu- Marking a right turn
waiting area
larly high. Placing a right turn
• Removal of electric poles by
arrow signal Designating a right turn lane Underground installation of electric
Prefectural public safety commissions and road
cables
administrators gave higher priority for actions to
Anti-slip pavement
be taken on these segments. Colored pavement

Changing the location of a Changing the location

Drainage pavement Speed bump
pedestrian crosswalk of a corner curb

■Identifying accident black spots

● Accident occurrence on arterial roads
Fatal and injury accidents on arterial roads Road sections with higher fatal and injury accident

Irailroad
(Number of accidents / 100 million vehicle kilometers traveled)
Accidents involving a fatality/injury per

rates are identified as accident black spots and

Grade separation projects
Accident rate (accidents / 100 million VKT)
2,000 selected for priority actions. mprovements at
100 or more crossings Before improvement After improvement

1,500 less than 100 A survey on road traffic in 2006, which evaluated
approximately 36,000 railroad crossings across the
country, revealed that about 1,800 crossings
1,000 71% of all fatal and injury accidents occur
urgently needed actions to ease traffic congestion.
100 million VKT

in 22% of the road sections This is based on the average accident occurrence
over four years (2003-2006) for approximately Comprehensive and intensive schemes have been
500 180,000 km of national and prefectural highways
50% of the road sections carried out at these crossings by using both minor
50% of the road sections have across Japan.
have accident records
no accident records actions, such as widening pedestrian paths, and The program helped safety improvements to expedite the movement of vehicles by
100
0 major improvements, such as grade separation. eliminating railroad crossing at grade with a grade separation, a structure that
0 200,000 400,000 600,000 Approx. 710,000 sections separates the vehicle roadway from the railroad tracks by a bridge.

22 23

Road space for cycling
There is a guideline that provides a
planning process, including goal-set-
ting, selection of roads for bicycle
network and selection of type of
space for cycling.
The guideline provides idea and criteria of space for cyclists to choose in addition to the basic
shared carriageway, taking into consideration of automobile speeds and traffic volume.
■Selecting types of space for cycling
Selecting types of space for cycling taking
into consideration of the current traffic.
Separation between
bicycles and automobiles
Classification
Consideration of the rearrangement of
road space and road widening
where the rearrangement or road
widening is difficult
Consideration of practical developments
for the time being
sidewalks shared by
cyclists and pedestrians.
Bicycle road
24
Chapter 2 Safety and Security
Development of better cyclist environment
■Planning process for bicycle road networks In December 2016, “Bicycle Use Promotion Act” was adopted. Bicycle Use Promotion
Commencement of planning Headquarters are established within the MLIT.
Public Involvement (PI) for sharing the
plan’s basic policies and targets 1) Setting basic policy and targets
■Summary of Bicycle Use Promotion Act
Planning of bicycle network Fundamental
- Utilization of bicycle should contribute to public welfare, through the emission reduction of CO2, while providing mobility in a time of disaster.
Principle - Utilization of bicycle should contribute to improving health and reducing traffic congestion, and other economic and social benefits, through the
PI for building a consensus on the bicycle 2) Selecting roads for bicycle networks
network plan and the types of space reduction of automobile dependency.
for cycling in both the present and future - It should be aimed to to increase the role of bicycle in the transportation system.
3) Selecting types of space for cycling - Bicycle should be utilized in consideration with securing safety.
considerate and implement the following measures intensively
Planning of bicycle network
PI for building a consensus on detailed 4) Consideration on detailed design of
design of individual cycling spaces individual cycling spaces
Responsibilities - National Government: promotes bicycle use in an integrated and systematic manner
- Municipal governments: implement realistic measures through a proper role-sharing with the National Government
5) Selecting types of space for cycling - Public transportation operators: aim for a good relationship between bicycle and public transportation
- Citizen: supports various bicycle use measures by the National Government and municipal governments
Evaluation and review of the plan
Bicycle
Use Promotion - National Government: approves the plan at the Cabinet meeting based on the fundamental principal and reports to the Diet.
Plan - Prefectural / municipal governments: plans based on the realities of the local communities
Bicycle Day
& - May 5th is set as "Bicycle Day" and the month of May as "Bicycle Month".
Bicycle Month
A: Roads with automobiles B: Other roads that do not fit C: Roads with less traffic and automobiles
travelling at over 50km/h either A or C. travelling at slow speed.
(below 40km/h or 4,000 vehicles/day)
Physical separation Visual separation Not separated (shared)
Carriageway
(Bicycle tracks, with colorized shoulder
■Bicycle Use Promotion Headquarters and Secretariat
Bicycle road Bicycle lane markings or pictograms at the left side,
within the carriageway)
○ "Bicycle Use Promotion Headquarters" (Administrative Chief; Minister of Land, Infrastructure, Transport and Tourism) has been established
within the MLIT.
○ "Bicycle Use Promotion Headquarters Secretariat" has been established within Road Bureau, MLIT, involving staff from various agencies.
Consideration for speed limits changes and/or the rearrangement of road ○ Liaison meeting among relevant agencies has been established to bring agencies together as one to promote use of bicycle  
space for bicycle lanes or on carriageways.
Bicycle Use Promotion Headquarters Liaison meeting among relevant agencies
[Administrative Chief] [Chairperson]
Minister of Land, Infrastructure, Transport and Tourism Director-General, Road Bureau, MLIT
Selection of alternative routes (also serving as Administrative Chief in Headquarters)
[Administrative Members] [Members] 
Minister for Internal Affairs and Communications Minister of Education, Culture, - Councillor, Cabinet Secretariat
Sports, Science and Technology, Minister of Health, Labour and Welfare Minister of - Director General for Policy Coordination, Cabinet Secretariat
Carriageway - Deputy Director General for Policies on Cohesive Society, Cabinet
Utilize the existing Economy, Trade and Industry, Minister of the Environment, Minister of State, Chief
(Bicycle tracks, with colorized shoulder Office
Cabinet Secretary, Chairman of National Public Safety Commission (Prime Minister
markings or pictograms at the left side, - Director-General of Traffic Bureau, National Police Agency
within the carriageway or bus lane) may add more members as necessary) - Director-General of Supervisory Bureau, Financial Services Agency
- Vice-Commissioner, Consumer Affairs Agency
Bicycle Use Promotion Headquarters Secretariat - Director-General for Policy Coordination, Minister's Secretariat,
Ministry Of Internal Affairs And Communications
[Secretary General] Director-General, Road Bureau, MLIT - Deputy Commissioner, Japan Sports Agency, Ministry Of
Education, Culture, Sports, Science And Technology
[Acting Director-General] Assistant Vice-Minister for Road Bureau, MLIT - Director-General of Health Service Bureau, Ministry of Health,
Labour and Welfare
[Sub-director] Counsellor, Minister’s Secretariat for MLIT, Director-level
- Director-General, Manufacturing Industries Bureau, Ministry of
officials for Cabinet Office, National Police Agency,
Economy, Trade and Industry
Ministry of Internal Affairs and Communications,
- Director-General for Global Environment Bureau, Ministry of the
Ministry of Education, Culture, Sports, Science and Technology,
Environment
Ministry of Health, Labour and Welfare, Ministry of Economy,
Trade and Industry, and Ministry of the Environment.
Note: Members include staff from ministries that are not part of Headquarters
A subordinate organization may be established as necessary. 
Bicycle lane Shared sidewalk by cyclists and pedestrians
25
 Chapter 2 Safety and Security

Asset Management Efficient management of road assets

A great deal of Japan’s infrastructure was constructed during the postwar reconstruction period,
which was also a rapid economic growth period from the 1950s to the 1970s. As the Japanese society
and its economy have matured, concerns have shifted to extending the use of accumulated capital
stock in order to cope with a decreasing birthrate, aging population and the need to protect the
global environment. Infrastructure management in Japan is in the process of switching its focus from
construction to maintenance.
Preventive maintenance involves taking appropriate measures before roads are seriously damaged. This is vitally important for
ensuring the safety of roads and minimizing the overall cost of repairs and renovation.
Efforts will be made to ensure long-term safety and security of road traffic by extending the service life of bridges that connect
expressways with municipal roads. This will be completed, based on the periodic inspection of the bridges, using the planned
implementation of “preventive maintenance, or early detection and early maintenance”.
Cost-saving and other measures will be carried out through efficient maintenance and through responsive management based
on regional characteristics.

Development of road asset management

■ Schematic diagram of the effects of preventive repairing (Comparison of total unit cost)
The Bridge Management System ■ Overview of a Bridge Management System ■ Overview of Pavement Management System
(BMS) and the Pavement Manage- Reducti on in co st per yea r
ment System (PMS) are being Flow of the system Flow of the system
Exte ndin g life
developed to predict future deteri- Current soundness Deterioration curve
• Salt damage Database
oration of structures and to • Fatigue in
ultimately extend their lifetime by reinforced
concrete slab Progress in corro- The bridge is appropriately
extending the time until renova- Future soundness • Deterioration of Predicting long-term Predicting short- sion of the beam maintained and repaired
serviceability term serviceability
Each bridge

tions are needed and reducing the coating means that the
total costs of maintenance and Cycle of renovation bridge needs to be

Total unit cost

Time needed to Effects of investment Calculating
renovation. make repairs
(Supports and
estimated by the urgency of repairs rebuilt
expansion joints)
Amount of repair work cost-benefit analysis
Standard unit cost Short-term Appropriate
of repairs repair plan Conventional management
Long-term management (estimated value)
Cost of repairing repair plan method

Drawing up a
Delay in
Fund limits short-term implementing
measures
Bridges

Drawing up a long- repair plan

Medium to long-term term (20 years)
management plan repair plan

Years after completion

(bridges) ■ Number of newly constructed bridges
14,000

12,000 Municipalities and wards

Cities designated by ordinance
10,000 Prefectures
State
8,000
Expressway companies
6,000

4,000

2,000

(FY)
Bridge inspection example Collapsed slab due to fatigue

■ Percentage of bridges older Present

(2013)
Ten years later
(2023)
Twenty years later
(2033)
than 50 years Bridges 50 years
or older
In 2023, the number (About 71,000)
of bridges that are 50
18 % 43 %
years or older will account Bridges 50 years
or older
67%
for 43% of all bridges and (About 171,000)
Bridges 50 years
in 2033 they will account or older
for 67% of all bridges. (About 267,000)

Source: Survey of current road infrastructure conditions (data as of April 2013)

Deterioration due to salt damage Deterioration due to an alkali aggregate reaction

26 27
 Chapter 2 Safety and Security

History of activities for aging road Standards for statutory inspection

In the wake of Sanyo Shinkansen Tunnel Lining Concrete Collapse in 1999, the National Government established an inspection 1. The ministerial ordinance and notice prescribes once-a-five-year close visual inspection and defines 4 categories of the soundness
guideline along with various activities by road administrators. After Sasago Tunnel Ceiling Collapse in December 2012, the results (applied to tunnel, bridge and other structures).
government amended the Road Act in 2013, prompting the 2014 Ministerial Ordinance which obligates road administrators to 2. Periodic Inspection Standard is established to provide specific procedures (by structure (e.g. tunnel, bridge))
conduct close visual inspection once every 5 years. 3. The MLIT has developed a periodic inspection guideline containing bridge deformation to be looked for and case examples to
technically assist municipalities to implement their inspections (by structure (e.g. tunnel, bridge)).
■History of the road asset management
2003: Recommendations for 2004: Notice of National Guideline 2013: Called “The First Year of 2013: Amendment of the Road Act
■Legal system of the inspections
management and renewal of road for Periodic Bridge Inspection (for Infrastructure Maintenance Era” Inspection standards were legislated
structures national road bridges) with clear perspectives of preventive Road Act
“Early preventive maintenance can Prescribes specific inspection maintenance
reduce total cost” procedures Enforced on -Prescribe implementation of maintenance, inspection and
September 2, 2013
necessary actions
2007: Break of diagonal truss of Kisogawa Ohashi Bridge
over National Highway Not 23
Cabinet order -Prescribe implementation of a periodic inspection for tunnels,
December 2, 2012: December 7, 2012:
Sasago Tunnel Ceiling Collapse Order of urgent inspection of road bridges, and other structures that may pose a serious problem
Enforced on
tunnel facilities September 2, 2013 with road structures and traffic when damage, corrosion and (Tunnels, bridges and other structures)
Jet fans, lighting and other other deterioration or deformation occurs.
This applies to tunnels, bridges
Ministerial ordinance -Implementation of a once-a-five-year close visual inspection and other structures
Note: embeded part of diagonal truss in concrete and notice -4 categories of soundness results
Enforced on
July 1, 2014
-Specific inspection method based on structure's characteristics
Current activities for aging roads
(Tunnels, bridges and other structures)
in conformity with the ordinance and announcement
National Guideline Provided for each of structures
for Periodic Inspection -deformation to be looked for, and case examples with photos
Of the 730,000 road bridges across Japan, 520,000 bridges, which account for 70% of all bridges, are situated on municipal
roads. 10 years later, 48% of all bridges are expected to be 50 years or older.
Deterioration is evident, especially in an infrastructure that was constructed in the short term, and other infrastructure that is in
severe environments, such as under-water. Municipalities have increased traffic restrictions on their bridges in recent years. Maintenance by Municipalities
(Technician and Inspection Method)
■Number of bridges by road type ■Increasing number of traffic restrictions 30% of towns and 60% of villages in the country have no civil engineering technicians for bridge maintenance in their workforce.
on municipal bridges (over 2m long) In addition, most (80%) of municipalities use a bridge inspection guideline that instructs distant visual inspection, which is
National expressway National Highways under jurisdiction of MLIT
20,000 bridges (approx. 3%) 41,000 bridges (approx. 6%) insufficient.
3000
National highway under jurisdiction 2,559
of Prefectures 2500 2,357

■Number of bridge maintenance engineers in the ■Inspection method for bridges in

2,104 2,184
34,000 bridges (approx. 5%) 2000
2,012
Municipal roads 1,764
1,874
518,000 bridges
(approx. 71%)
Prefectural roads 1500 1,313
workforce by types of municipal governments municipal guideline
112,000 bridges (approx. 15%) 1000 977

80% requires only “distant visual inspection”

■Percentage of bridges with the age of 50 or higher
500
0 City 0 1-
08 009 010 011 012 013 014 015 016 (8%) (92%)
20 2 2 2 2 2 2 2 2 Close visual check
As of 2017 As of23%
2016 1 st, 1st, 1st, 1st, 1st, 1st, 1st, 1st, 1st,
p ri l
p ri l
p ril pril pril pril pril pril pril for all elements
A A A A A A A A A
As of 2027 48% Source: Road Bureau (as of April 2015)
Note: the figure does not include some damaged 0 1- 38
Note: There are another 230 thousand bridges that are unknown of ages. areas from the Great East Japan Earthquake. Town
Source: Road Bureau (as of March 2017) (26%) (74%) 22%

■Serious damages on a bridge Municipality

173
Village 0 1-
(64%) (36%)

Distant visual inspection

City, Town 0 1- 135
and Village (22%) (78%) 76%

0% 20% 40% 60% 80% 100%

37-year old Miharashi Bridge
(on Shinyamashita 8th municipal
Source: Road Bureau (as of November 2016) Source: Road Bureau (as of October 2013)
road) was found damaged.

28 29
 Chapter 2 Safety and Security

Road Maintenance Panel

■Composition of the Panel
Through the Road Maintenance Panels, the National Govern-
ment provides various technical supports to complement a Institutional framework
shortage of human/technology resources of municipal govern- -Regional Development Bureau (under MLIT)
ments. Road Maintenance Panels were launched in all prefec- -Municipalities (prefectures, cities, towns and villages)
tures in 2014 to facilitate cooperation with interested parties, to -Expressway Companies (NEXCOs, Tokyo Metropolitan
grasp and share the current issues, and to assist with promoting Expressway, Hanshin Expressway, Honshu-Shikoku
Bridge Road, designated urban expressways)
effective measures for aging roads.
-Road Public Corporation
Through "Road Maintenance Panel" the following activities are
supported: Roles
-Introduce an efficient procurement including area-wide lump 1. Facilitate training and presentation meetings for
standards.
sum ordering and multi-year contract for maintenance projects.
-Establish technical assistance system such as sending a "road 2. Facilitate training and presentation meetings for
standards.
maintenance specialist team", comprised of national govern-
3. Organization, evaluation and publication of current
ment officials, to evaluate bridges of social importance or with inspection and repair work.
complicated structure and record the results. This includes 4. Assistance for area-wide lump sum ordering of
3D measurement Point A
3D point cloud data has accurate 3D coordinate (X, Y, Z) for all points, allowing a
distance measurement between any 2 points at your fingertips. This eliminates the Separation distance
from the main lane
need for traffic restriction at intersection which was previously necessary for measure-
ment, a separation distance from railway facility and track closure which was necessary
for checking clearance.
Point B
Measurement of 3D point cloud data
Dimension measurement between 2 points by point cloud data
3D point cloud data is obtained by Mobile Mapping System (MMS) equipped with
laser scanner and cameras. For underneath the elevated road/track and side strips
where MMS is not accessible, a fixed-type laser scanner is used for measurement.
II. Management and search features for GIS records
Easy-to-use search system for management/inspection result
records that meets needs of administrator]
Measurement by MMS

financial support from the national government.
-Utilize a new system that allows national government to imme-
diately carry out technically-difficult maintenance work on
behalf of a municipality.
-Combine or remove unnecessary bridges according to chang-
ing demands. For important bridges (e.g. bridges on express-
ways and other arterial road network and overpass of bullet train
and other arterial railway network) or bridges in need of imme-
diate repair, national government and expressway companies
should carry out periodical inspections and repairs on behalf of
municipalities.
-Provide a series of extensive training courses for municipal
government officials and private business employees for better
maintenance framework.
inspection work InfraDoctor provides a customizable search system for management/inspection result records depending on the need of infrastruc-
5. Technical assistance and other ture administrator. This solution helps realize rational and efficient management.
Search system for various records for management
Maintenance and management work involves record data for structures, accessories, and underground utilities. InfraDoctor provides
efficient management by associating record data with 3D point cloud data.
III. Further sophisticated management and advanced features
Further sophisticated infrastructure management through expanded features using
GIS and 3D point cloud data
InfraDoctor provides various features, including drawing, deformation detection on pavement and walls, creation of traffic control
Photo of the Panel (Nara Road Maintenance Panel on February 3, 2016)
plan drawing and 3D simulation, streamlining maintenance work through a good use of GIS and 3D point cloud data.
2D CAD drawing feature
InfraDoctor provides a semi-automatic feature of drawing floor plan/cross section from 3D point cloud data. InfraDoctor also

N ew technologies and “InfraDoctor” (Infrastructure Doctor)

provides a high measurement resolution with mm for cross section and sufficient resolution for a 500:1 scale floor plan.

Shutoko Engineering Company’s Activities

*InfraDoctor, our service is provided in the cloud, in other words, in comfortable environment, accessible anytime, anywhere.

InfraDoctor is an innovative system, providing support to road structure maintenance through GIS (Geographical Information
System) and 3D point cloud data. This can help achieve labor savings and advancing/streamlining inspection, repair and design
work in the infrastructure maintenance. InfraDoctor has 3 main features:
Automatic contour extraction of 3D 2D CAD drawing (cross section) 3D point cloud data 2D CAD drawing (floor plan)
I. Basic features for GIS and 3D point cloud data point cloud data

Advancing of road space examination feature and labor savings through

use of 3D point cloud data 3D CAD model drawing feature
InfraDoctor provides an integrated management of 3D point cloud data and InfraDoctor provides a semi-automatic feature of creating a 3D CAD model
movies from laser scanner. With a replaying feature 360-degree movie and 3D from 3D point cloud data that reflects the current condition of structure. Point cloud 3D CAD 3D FEM
data model model
dimension measurement feature, this allows operators to quickly understand
the situation on site, realizing labor savings in infrastructure management. Deformations detection feature Creation of an FEM model from 3D point cloud data

Displacement from the

InfraDoctor creates a reference surface from 3D point cloud data of surface
Upgrading of road space examination feature and reference surface
and structures, displaying a difference from the 3D point cloud data with -20mm or less
labor savings through use of 3D point cloud data -20mm~-10mm

gradient tints. This feature enables an early detection of ruttings, potholes, -10mm~-5mm
-5mm~5mm
InfraDoctor displays 3D point cloud data and 360-degree movie in synchroniza- concrete jacking and damage from delamination, serving as a preliminary 5mm~10mm
10mm~20mm
tion. Easy switching between these data enables to quickly understand the Display of 360-degree movie investigation before detailed inspection (close investigation). 20mm or more
and 3D point cloud data 3D point cloud data Detection of surface
situation on site. unevenness

30 31
 Chapter 2 Safety and Security

Road-related systems in Japan Approval system for transporting abnormal loads

Roads are designed to ensure safe and smooth traffic for vehicles with certain specifications. In principle, vehicles that do not Road administrators are authorized to permit the drivers of ■Enforcing regulations
meet size and weight requirements are not allowed to be on the road because they can potentially damage the roads and disrupt vehicles that exceed the size or weight limits to use the road,
traffic. but only after the road administrator examines the vehicle’s
However, road administrators are empowered to give permission to vehicles that exceed the size or weight regulation to use the structure and cargo and determines that there are no alterna-
road, only if the road administrator acknowledges that there are no alternatives after examining the vehicle’s structural character-- tives. In these cases, the road administrator will put certain
istics and the cargo. In these cases, the road administrator will require that the vehicle meets certain conditions in order to protect conditions in place to protect the roads and to prevent any
the road structure and prevent potential danger to other road users. potential danger to other road users. Road fatigue, which is
caused by oversize or overweight vehicles, can have a signifi-
■On general roads cant impact on roads and pavement. In order to utilize our
road stock effectively in the future, it is important to ensure the
General limit (upper limit)
of vehicles according to road structures are properly maintained.
Height 3.8 m
Article 3.1, Vehicle Size
* 4.1 m for designated road
and Weight Restrictions
Width 2.5 m
Length 12 m

18t – 20t
Stopping unauthorized vehicles Instructive enforcement
(depending on
axle spacing) 1.Instructive enforcement
Drivers are told to pull over at “instruction stations”, where
Minimum turning radius of 12m
vehicle weights and sizes are measured. If the vehicle exceeds
the size or weight limits, the drivers are ordered or warned to
Wheel weight 5t Wheel weight 5t Gross weight 20 t
* 25 t for designated road reduce the weight and size of the vehicle by splitting the cargo.
Axle weight 10t (Net vehicle weight + load weight + weight of occupants)
2. Weigh-in-motion (WIM)
A WIM device automatically measures a vehicle’s gross weight.

●Typical overweight or oversize vehicle types

Van type international marine container type Auto transporter
If the vehicle is over the weight limits, the WIM system then
determines if the overweight vehicle has a permit by accessing
the database. Based on the results, repeated violators will be
given an instructive warning.
Truck crane type
Tank type Heavy cargo carrying type

License plate recognition device

■On expressways ■Weigh-in-motion device

Dimension and weight limits for specified vehicles on expressways are
more lenient than the limits on general roads
combination vehicles Length Warning message sign
Semi-trailer 16.5m License plate number of the
Full-trailer 18.0m vehicle and violation code are displayed.

Distance from the 8m 9m 10m 11m 12m 13m 14m 15m 15.5m
foremost axle to or or or or or or or or or
the rearmost axle more more more more more more more more more
Gross weight 25t 26t 27t 29t 30t 32t 33t 35t 36t

●Specified vehicle types Semi-trailer

License plate recognition device
License plates of vehicles are
photographed.
Full-trailer

32 33
 Chapter 2 Safety and Security

Disaster Prevention
In order to secure safe and reliable road networks, construction of arterial high-standard highways,
urban ring roads and other disaster-resistant roads has begun. Since roads are an important part of
disaster relief, measures to respond to and reduce the damages of earthquakes, storms and heavy
snows on roads are also being implemented.
Measures against Earthquakes
In addition to bridge collapse prevention measures, the MLIT accelerates other anti-seismic measures for expressways and
national highways under the jurisdiction of MLIT to prevent a large surface gap, including reinforcement and replacement of
supports, based on the probability of large earthquake. In specific, the ministry reinforces support of bridges for immediate
recovery from damages and takes other measures where the reinforcement is not possible. Earthquake preparedness is sched-
uled as below:
-By the end of FY 2021: seismic reinforcement in areas with a probability of 26% or more is expected to complete (see the
black areas in the map below)

Earthquake Heavy rain -By the end of FY 2026: seismic reinforcement for all areas across the nation is completed.

The land area of Japan comprises only 0.25% of the world’s Japan receives twice as much precipitation as the mean ■Measures for immediate recovery ■Probability of an earthquake with a seismic intensity
total, but Japan experiences a large percentage of earth- amount of precipitation in the rest of the world, especially of 6- or higher in 30 years
Bridge collapse prevention measures
quakes. The probability of a large-scale earthquake, with a during the heavy rain and typhoon seasons. Throughout the +
magnitude of 6.0 or more, is about 23%. last decade, heavy rains have increased sharply, thereby Reinforcement/replacement of supports
increasing the risk of floods. The soft soil easily collapses
during storms and is prone to sediment run-off, landslides and Example of a support reinforcement
other sediment-related disasters.

Less than 6%
6~26%
26% or more

Note: “26% and 6% of probabilities of an earthquake with a seismic intensity of 6- or higher“

Structure to diverge horizontal force is equal to roughly once a 100 years and once a 500 years of event, respectively.
Source: 2016 National Earthquake Prediction Map (Headquarters for Earthquake Research Promotion)

On March 11, 2011 a massive earthquake and the following giant tsunami caused an
enormous amount of damage to the roads in Japan
(National Highway 6, Hirono-machi, Fukushima Prefecture) ■Example of earthquake preparedness Implement bridge collapse prevention measures that add an ability of immediate recovery of functions.
(Photo: Tohoku Regional Development Bureau)

Bridge collapse prevention measures towards immediate recovery of functions Bridge collapse prevention measures
(Level 2 in the Seismic resistance performance) (Level 3 in the Seismic resistance performance)
In July 2009 there were a mudslides caused by heavy rain in Chugoku and
Northern Kyushu regions. [Measures] [Measures]
(National Highway 262, Hofu City, Yamaguchi Prefecture) • Structure enhancement for bridge collapse • Structure enhancement for bridge collapse prevention
prevention • Reinforcement of termination points of pier
• Reinforcement of piers Structure to diverge
• Reinforcement of supports horizontal force
-Replacement of supports
Heavy snow -Structure enhancement to divert horizontal force
Bridge collapse prevention measures
-Structure enhancement to prevent level gap
Since the Sea of Japan lies between Japan and the Asian continent, Japan receives Structure enhancement bridge collapse prevention
Structure enhancement bridge collapse prevention Structure enhancement
heavy snows brought by prevailing winds from the continent in the winter, especially Ensure the length for receiving girder to prevent level gap Ensure the length for receiving girder
(structure for horizontal displacement constraint*1) (structure for horizontal displacement constraint*1)
in areas closest to the sea. About 60% of the land is snowy and cold in the winter
season, and approximately one-fifth of the population of Japan lives in this area. The Reinforcement of supports *2

population density in these snowy and cold areas is as high as 105 people per km2,
which far exceeds the density in other snowy countries.

Lining with fiber

material
(at termination points)
Lining of piers Lining with fiber material (at termination points)(scaffold)
In February 2014 there was a record-breaking heavy
snow in the Kanto region. Note *1: only for curved and skew bridges
(Japan Self-Defense Force clearing the snow on Route 20) *2: Reinforcement of support (replacement of support and structure to diverge horizontal force and/or prevent difference in level)
(Photo: Mainichi Shimbun)

34 35
 Chapter 2 Safety and Security

■A seismic retrofitting of overpass Countermeasures for heavy rains

-Overpasses over expressways and national highways under jurisdiction of MLIT are given priority on the collapse prevention
measures in the next 5 years (400 bridges are owned by local governments as of November 2016). The MLIT undertakes various initiatives to minimize the impact of heavy rainfall.

Examples of the measures

Progress of overpass collapse prevention
[Structure enhancement
measures for expressways and for bridge collapse prevention]
national highways under jurisdiction of MLIT
■Protection of road slopes
Expressway 100% Overpass
Following works are used for slope protection from a heavy rain. future.
National Highways -Rock fall prevention fence work: installation of fence to protect from -Concrete crib work: covers and fixes a slope that may collapse in the
under 100% Locally owned roads rock falls. Fence is installed along the road to catch falling rocks. future.
jurisdiction of MLIT -Pocket-type rock fall prevention net work: installation of a net to catch -Concrete crib + anchoring: in some cases, concrete structure is support-
91% 9% [Reinforced pier] falling rocks where they start falling. ed by additional anchors.
Locally managed roads
-Wire rope that tie a rock: the rope will fix some rocks that may fall in the
Total 95% (8,400 bridges) 5% National Highways under
jurisdiction of MLIT
reinforced to be reinforced (400 bridges)

Note: expressways and national highways under jurisdiction of MLIT have

already been reinforced for collapse prevention

■Seismic strengthening for bridges with rocking piers

Seismic strengthening is conducted by
the end of FY 2019 for bridges with
rocking piers over expressways, nation-
al highways under jurisdiction of MLIT
(450 bridges).

Before Rock falling protection fence Pocket-type rock falling protection net

After
Example of seismic reinforcement

C hallenges of seismic retrofitting identified after

Kumamoto Earthquake (April 14, 2016)
1. A bridge with rocking piers was collapsed by Kumamoto Earthquake. There remains the possibility that measures in the past
were insufficient to avoid collapse, considering peculiarities of Kumamoto Earthquake (consisting of 2 strong quakes) and
structure itself.
2. Several overpasses over expressways and national highways under jurisdiction of MLIT have not been reinforced for collapse
prevention (completion rate is 91% as of November 2016 for those owned by local governments).
Wire rope work Concrete crib work
3. Although collapse prevention measures have been completed for all the emergency transportation routes (consisting of
expressways and national highways under jurisdiction of MLIT), the seismic reinforcement (including reinforcement of bridge
shoes) that promptly enables emergency transport vehicles to pass the routes has not been completed (completion rate is 77%
as of March 2017). Concrete crib work on site Slip plane

Anchor top Anchor

body

Tension
member

(1) Collapsed a rocking pier over Kyusyu Expressway (Prefectural road (2) Locally owned overpasses (have not been (3) Damages on supports and main girders of a
Ogawa-Kashima Line, Furyo Daiichi Bridge) reinforced) bridge (Heiryu Bridge, Oita Expressway) Crib work + anchoring Illustrative description of anchoring

36 37
 Chapter 2 Safety and Security

■Enhancement of road network for redundancy Countermeasures for snowfall

In the areas with frequent heavy rain, development of arterial Niigata and Yamagata, the Asahi-Atsumi Road is going to be
high-standard roads is promoted to provide redundancy, rather than developed as a high-standard road at a distant from the sea shore to Heavy snowfall hampers every year the improvement of living standards and industrial development of the residents. Sustain-
individual spot improvements. Given that overtopping waves frequent- ensure redundancy at the event of disaster and reliable transport able support is required to minimize the impact of the snowfall.
ly force to close National Highway No 7 around the border between between regions.

■Purpose of countermeasures for snowfall

National Highway No 7 (Tohoku Expressway along Japan Sea)
Asahi-Atsumi Road (L=40.8km)

Road closure due to Road closure due to

overtopping waves overtopping waves About 60% of the country is in cold and snowy area where a quarter of other snow protection work.
Length: 5.5km Length: 12.5km
the population lives. -When heavy snowfall or blizzard may make vehicles stuck on the
Katsugi IC*
Photo (2) road, which block the emergency vehicles and constitutes a serious
Photo (1) -Although snowy areas in Japan are located at lower latitudes than obstacle of emergency relief operation, road administrators will be
For Sakata
many large cities in Europe and North America, they have a significant entitled to remove those obstacles based on the Basic Act on Disaster
Fuya IC* amount of snowfall with the similar snow depth*. Control Measures (amended in November 2014).
Nedugaseki IC* -A heavy snowfall causes avalanche and ice roads, resulting in slipping *Snow depth in Japan which is reported by MET may be measured
Kitanaka IC * and congestion. differently from city snow depth data published on websites in other
Atsumi Onsen -To prevent these disasters, road administrators are responsible for countries.
ensuring stable road traffic during winter using antifreezing agent and
Opened
For Niigata Under construction (1) Wracks from overtopping waves
Flooded segments of National
Opened
Under survey Highway due to overtopping waves (On April 4, 2012 in Wasada, Tsuruoka)
*provisional name
Legend

For Sakata
Snowy and
cold areas
Snowy areas
Cold areas

(2) Congestion due to traffic restrictions

(On April 4, 2012 in Nezugaseki, Tsuruoka)

High-standard Arterial Highway is developed to ensure alternative

For Niigata route in the event of disaster (example of Asahi-Atsumi Road)

■Protection of road from flooding

In urban areas, there are about 3,500 underpasses across the country as In the event of such a heavy rain, we will close the road and provide
of April 1, 2015. A heavy rain exceeding the capacity of a drain pump information for road users.
under the underpass will make a pool on the underpass.

Example of road information provision Example of drain pump

[Information board]
Figure: Snowy and Cold Areas

Main lanes of National Highway [Illustration of

[Roadside information board] roadside signage]
Warning:
possible
flooding
when heavy
rain
A depth
of XX cm
Vehicles stuck on road due to heavy snow Snow protection work Removal of vehicles at a standstill on road
(Sanin Region, 2016) (Hokuriku Regional Development Bureau) (Shikoku Regional Development Bureau)

Service road

38 39
 Chapter 2 Safety and Security

Chapter

■Priority snow removal section

This refers to a section identified as a standstill-prone location in the road sections were identified as priority snow removal section across
event of heavy snow especially for heavy vehicles on a steep slope. This Japan in FY 2016.
section receives intensive and efficient snow removal preferentially. 217

Priority snow removal

section across Japan
217 section with a total length of
2,812 km (as of December 9, 2016)
Hokkaido
Development
Bureau

Hokuriku Regional
Development Bureau
Tohoku Regional
Development Bureau Expressway
Priority snow
removal section
National Highways under
jurisdiction of MLIT
Efficiency and Comfort
Kinki Regional
Development Bureau Camera
monitoring
Chugoku Regional National highway
Development Bureau under jurisdiction Snow
Kanto Regional Snow removal ST of Prefectures removal ST
Kyushu Regional Development Bureau
Development Bureau U-turn spot (serves as a clearway)
Dedicated clearway for snow
blower (incl. clearway and U-turn spot
Michi-no-Eki) (serves as a
Chubu Regional Development Bureau clearway)

Shikoku Regional Development Bureau

<Legend>
National Highways under direct jurisdiction of MLIT
Priority snow removal section
Illustrative description of
“Priority snow removal section”

E nsuring smooth freight transport at normal time and during disaster

After the Kumamoto Earthquake in 2016, 50 locations were extra large trucks
closed on the emergency transportation routes which -more control over roadside usage by large-scale facilities
extends to about 2,000 km in Kumamoto Prefecture. To through intensive support and investment
ensure smooth freight transport whether it is a normal time or
at the event of disaster, the MLIT is committed to improving
Closure of emergency transportation routes
accessibility to key locations as well as enhancing functions of
after Kumamoto Earthquake
arterial network to support stable economy and everyday life (As of April 17, 2016, which is 24 hours after the event)
by supporting and investing on a priority basis.
For Fukuoka Fukuoka
-About 100,000 km of roads were designated as Emergency
transportation routes which should ensure smooth emergen-
cy transportation
Ky

Kumamoto Aso region

u

-As a countermeasure of aging roads, about 35,000 km of

sy
uE

roads were designated as "recommended roads for trucks”

xp
re
ss

which should guide heavy trucks to desirable routes and

wa

Aso city
y

promote proper road usage

-Improve accessibility of last-mile roads to airports, ports,
freight rail stations and other key logistics hubs by reviewing
the rural high-standard highways. Kumamoto Airport
Kumamoto Port Green road
Kumamoto city
-Establish an arterial network (including planned roads) by
selecting from various and complicated current network and Legend
A night scene in Tokyo
Managed by NEXCO Primary emergency
key locations National Highways under transportation network
direct jurisdiction of MLIT Roads connecting
(with access control) prefectural seats, local
National Highways under major cities, key ports
Consistent road construction programs in post-World roadservices and satisfies road users.
direct jurisdiction of MLIT and airports
For the arterial network, Yatsushiro port Managed by MLIT
Secondary emergency
War II Japan have created a certain stock of roads. In a The project management approach has been used to
Managed by transportation network
-reinforce road structures for quicker road reopening and municipalities Roads connecting the primary
emergency transportation roads,
more mature society, it will be important to shift to ensure accountability to the public, as well as effective
Road closure municipal offices, and key
recovery of alternative routes at the event of disaster and for For Kagoshima disaster-prevention centers road administration that focuses on the outcomes of and efficient road administration.

40 41
 Chapter 3 Efficiency and Comfort

ITS (Intelligent Transport Systems) VICS (Vehicle Information and Communication System)
In Japan, ITS (Intelligent Transport Systems) are steadily expanding with the popularization of ETC (Elec-
tronic Toll Collection) systems and VICS (Vehicle Information and Communications System). They have VICS transmits real-time road traffic data, such as congestion ■Number of VICS-compatible on-board units in use
been effective in allowing for better traffic flow by providing real-time information, eliminating conges- and traffic restrictions, to on-board vehicle navigation units (10,000 vehicles)
tion at toll gates and mitigating environmental impacts by offering differential toll discounts. ITS have and displays data in the form of text, simple graphics and 6,000
5,896

entered the second stage and are now being promoted to solve social issues. maps. The service started in Japan in April 1996, earlier than 5,500 5,452

The installation of systems for collecting and providing information, which is the basis of ITS, is being anywhere else in the world. VICS delivers information using 5,000
5,029

three types of media: FM multiplex broadcasting, a radio 4,627

promoted and other systems are being developed so drivers can enjoy a diverse set of services via a single 4,500
wave beacon and an infrared beacon. At the end of March 4,210
on-board ITS unit. 4,000
2011, over 30.13 million vehicles were equipped with VICS 3,757
3,500 3,367
compatible on-board units. VICS’s best route guidance
3,013
capability adjusts traffic flow and improves fuel efficiency,
ETC (Electronic Toll Collection)
3,000
2,679
which in turn reduces CO2 emissions and environmental 2,500
2,381
2,119
Since ETC went into service in March 2001, the number of ETC users has been rapidly increasing with the popularization of on-board impacts. 2,000 1,817
ETC units. At the end of March 2011, ten years after its introduction, there were approximately 34.24 million vehicles equipped with 1,502
1,500
1,189
ETC and ETC users now account for 86.2% of all vehicles on expressways in Japan. By utilizing this system, congestion at toll gates 912
1,000
has been eliminated. Since drivers can use ETC to pass through toll gates without having to stop, the processing capabilities of toll 449
658

gates have improved, effectively eliminating congestion that would otherwise occur. ETC communication technology is also used by 500
182 280
13 44 102
private operators for non-stop passage through parking gates, ferry boarding and other similar uses. 0
(FY)

19

20

20

20
19

20
20

20

20

20
19

20
20
19

20

20

20

20

20

20

20

20
97

00
98

99

03

09
04

05

06

08
96

02

07

10

11

12

13

14

15

16

17
01
Prepared by MLIT based on VIC’s data
■Changes in the number of vehicles equipped with on-board ETC units and the percentage of ETC usage
(Total number of ETC-equipped vehicles in 10,000 vehicles) (Percentage of ETC use)
■VICS information mechanism
9,000 100

8,500 Number (Cumulative total, left vertical scale)

Prefectural police
8,000
Percentage (Nationwide average, right vertical scale) 90
headquarters
7,500 FM multiplex
80 Traffic
7,000 broadcasting
information VICS
6,500 Japan Road Traffic
6,000
70
Information Center Center
5,500 60
5,000
4,500 50 Road administrator
4,000
3,500 40
Infrared beacon
3,000 ETC for non-stop toll collection has been installed at almost all
30
2,500 expressway toll gates throughout Japan, which directly contributes
Radio wave
to the mitigation of congestion at toll booths.
2,000
20
beacon
1,500
1,000 10
500
0 0
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 FM multiplex antenna
Car navigation
Source: Survey by the Organization for Road System Enhancement

■The congestion reduction effect of increased ETC usage on the

system main unit
GPS antenna
VICS receiver

Metropolitan Expressway Beacon

antenna LCD monitor
Congestion (km-h/day) Percentage of ETC use (%)
60 90
56.2 Congestion (left vertical scale)
Three media
FM
50
Percentage of ETC use (right vertical scale) 75 Radio
Infrared multiplex
Automated parking lot payment Radio wave beacon located wave
beacon broad- Infrared beacon located
73.0 beacon casting
65.3
on an expressway on a major general road
40 60

Text (Level 1) Simple graphics (Level 2) Map (Level 3)

30 45
B 12 25 minutes via XX street
38.1
Tomei Nagoya-
21.2 Relationship between ETC usage rate Expressway bound Accident 11
3

20 Congestion is 30 and congestion. Average congestion

almost eliminated C1
of weekdays in March at a toll booth Tomei Kawasaki IC
B 9 4 45 minutes
Percentage Lane closure 5 via National Hwy 20
12.1 was measured. →Tokyo IC
6

19.8 of ETC usage

10 15 Radio wave beacon Infrared beacon FM multiplex broadcasting
6.1 3.9
2.8 Source: Vehicle Information and Communication System Center
0 0
March March March March March Source: Metropolitan
2003 2004 2005 2006 2007 Expressway data Simplified ferry boarding procedure

42 43
 Chapter 3 Efficiency and Comfort

Collecting information ■Devices that collect traffic information Collect, analyze and ■Traffic control center
Vehicle detectors, CCTV cameras, meteorologi-
provide information
cal observation apparatus and other sensors are Information collected by on-road sensors is
installed along roads to quickly collect precise transmitted to traffic control centers and
information on traffic congestion, broken-down analyzed. Information on traffic congestion,
vehicles, accidents and weather conditions. accidents and traffic regulations is quickly and
During disasters, patrol cars and vehicles properly transmitted to road users via roadside
equipped with satellite communication systems variable information boards, VICS and the
rush to sites and are able to collect traffic infor- Internet.
mation. Today, efficient methods are used to
Vehicle detector CCTV camera
identify congestion-prone points instead of the
conventional method of conducting field
surveys at major intersections. Efficient methods
include the use of GPS equipped probe cars,
VICS data and other ITS technologies, all with
the cooperation of police departments.

■Providing road information

Meteorological observation apparatus Vehicle equipped with satellite

communication system

■Data collecting, processing and utilization

Collecting data Processing and accumulating data Displaying congested road sections on an Warning of tunnel congestion, using an Displaying congested sections and
information board information board the time required to traverse them
Taxis, buses, trucks,
general vehicles, etc. Calculate section traveling time
(Location, speed, etc.) using positional data
Combine with traffic volume data

Performance
monitoring center

Using data
Losses caused by traffic congestion in each prefecture (2001) Car radio
• Policy assessment
• Project assessment Providing information to VICS-compatible
• Traffic census Utilization for car navigation units
• Work plan support advanced road management
• Advanced road manage-
ment, etc.

Utilization for project assessment

Before the project

After the project

Losses* caused by traffic congestion are calculated and published every year.
*in unit of person-hours

Displaying traffic congestion information on large displays at Service Areas and Providing information via the Internet
Parking Areas

44 45
 Chapter 3 Efficiency and Comfort

System architecture ETC2.0 service

This system uses 5.8 GHz DSRC (Dedicated Short
Range Communication), an international standard ■Comparison of the scope of information that is provided
adopted by ISO (International Organization for by existing FM-VICS and ITS spots (Urban areas)
Standardization) and ITU (International Telecom-
From Tohoku expressway From Tohoku expressway
munication Union) that enables high-speed,
high-volume, two-way communication. DSRC will Roadside equipment (ITS Spot)
make various services available by using roadside
equipment, “ITS spots” and "compatible in-vehicle Service information is provided
Two-way on an interactive basis when
car navigation systems." Communication passing by a roadside antenna.

Onboard unit Car navigation

for ETC2.0 system for ETC2.0

Expanding ITS spots throughout Japan

As of August 2011, ITS spots are installed in about 1,600 locations positioned on expressways throughout Japan. On inter-city
Since October 2014, a new service called “ETC2.0” has been pictures of the road ahead of the driver.
expressways, an ITS spots is installed about every 10 to 15 km, including 90 locations immediately in front of junctions, while
provided. ETC2.0 provides advanced driver assistance on Assistance in the event of disaster: provides safety precau-
on urban expressways there is a spots installed about every 4 km.
expressways using the communication between ITS spots and tions, such as identification of obstacles on roads, a slow-run-
onboard units, in addition to the existing automatic toll ning automobile at the end of congestion and pictures of the

■Locations of ITS spots payment feature.

ETC2.0 provides the following assistance services:
weather condition ahead of the driver.
Safe driving assist: provides useful information for drivers in
ITS spots have been installed at approx- Detouring assist : provides precise information about the event of road closures.
imately 1,600 locations on the express- wide-area traffic congestion on a real-time basis with actual
ways across the country. It is intended
that they will be installed on newly
opened expressways and tolled roads. ■Information provided by car navigation systems
Detouring assist Assistance in the Safe driving assist
Real-time region-wide traffic event of disaster Locations of obstacles, the location of the last
information and pictures of Upon occurrence of a disaster, car in the back up, and danger warnings are
congested roads are provided. useful information will be provided. provided.
<Simple diagram> <Picture> <Simple diagram> <Simple diagram> <Picture>
1,600 locations
across
the country
Tokyo

Nagoya An earthquake has occurred. Backup ahead.

Careful there is
Locations where ITS spots Osaka Turn on your hazard Careful of rear-end
snow on the road.
lights and park on the shoulder. collision.
have been installed OSAKA

Enhanced services at ITS spots

In the future, new ETC2.0 services are scheduled to begin. Drivers will soon be given
preferential treatment if they take a detour around congested routes. In the future we
are also going to support commercial fleet control through ETC2.0.
Furthermore, private services such as automatic payment systems at private parking
lots and drive-through booths are under consideration.

Automatic payment system at a parking lot.

46 47
 Chapter 3 Efficiency and Comfort

N ew toll rates for Tokyo Metropolitan Expressway Through-traffic in the central Tokyo Total vehicle kilometers traveled on
Tokyo Metropolitan Expressway
Expressway toll rates in the Greater Tokyo Area Tohoku Expressway
Joban Expressway
Kawaguchi Tokyo Outer (1,000 vehicle-km/day) approx. Slight
Ring Road 30,000
1％
toll rate system on the beneficiary-pays principle. JCT decline
Background 2. Seamless toll rates regardless of difference in operators: Bijogi JCT
Misato JCT 20,000

Kanetsu Expressway 10,000 21,600 21,300

Integrated toll rate system among expressway operators.
Central Circular 0
Tokyo Metropolitan Expressway, which had been developed 3. Strategic toll rate to optimize traffic flow: Toll rate system
Route of Tokyo
since 1960s, connects not only to the surrounding areas but to induce traffic from congested routes in the urban area to Metropolitan Expressway Travel delay on the Tokyo Metropolitan
Expressway
also to Tomei Expressway (bound for Osaka), Tohoku less-congested routes. Shinozaki Keiyo Road
2015 2016 (vehicle-km/day) approx. 10%
Expressway and other major national expressways to form a 5,400 ⇨ 2,700 40,000 9％
Takaido
Vehicles Vehicles Koya Higashi Kanto reduction
wider road network. Details of the revise ▲2,700Vehicles Expressway 30,000
Chuo Expressway ▲50％ 20,000
32,500 29,700
The following challenges were identified before the revision. Outline of new toll rate system which was introduced on 10,000
Yoga 0
April 1 2016. Tomei Expressway April 2015 April 2016 

・Toll rates and vehicle categories were varied according to Total through-traffic* reduced by 11% Note: Average in April 2015 compared with the average in April 2016
(excluding holidays and other abnormal days)
the route and section 1. The toll rates for Metropolitan Intercity Expressway are (43,100 vehicles/day to 38,200 vehicles/day)

・Toll rate via Metropolitan Expressway was lower than that
via the Metropolitan Intercity Expressway to drive through
the center of Tokyo.
・Higher toll rate and a terminal charge that was imposed
for every routes of different operators.
With these challenges, a more reasonable concept for toll
rate setting "Three smart principles of expressway toll rates in
the Greater Tokyo Area" was created. All expressways in the
area surrounded by the Metropolitan Intercity Expressway
were subject to the concept.
1. Fair toll rate depending on usage: A distance-based, fair
lowered (same toll for the same origin/destination).
2. ETC2.0 equipped vehicles are subject to further discount
3. Tolls for Tokyo Outer Ring Road will be discounted if a
driver uses it to the central Tokyo
4. Drivers going through the central Tokyo will be charged
depending on the traveled distance
Effects of the toll revision
The following effects have been experienced
1. Through-traffic was shifted to outer ring roads, reducing
congestion on Tokyo Metropolitan Expressway
-10% reduction of through-traffic in the central Tokyo, with
50% through-traffic reduction between Tomei and Tohoku
Expressways
-1% reduction of traffic on Tokyo Metropolitan Expressway
2. Smoother traffic on general roads due to increase of
short-distance use of Tokyo Metropolitan Expressway
-Short-distance users of the Tokyo Metropolitan Expressway
increased by 1 to 4% due to the lowered toll and reduced
congestion with less through-traffic.
-Traffic volume on the Tokyo Metropolitan Expressway
(Shibuya Line) increased by 2% while the parallel national
highway No. 246 decreased by 7% around Minato-ku
Aoyama.
3. Network development and toll discount promote use of
Metropolitan Intercity Expressway
-Traffic on Metropolitan Intercity Expressway increased by
30% (additional 5~8% increase after it was connected to
Tohoku Expressway)
-A significant increase of distribution centers that are newly
constructed in the areas along Metropolitan Intercity
Expressway by 4.6 times (or by 2.7 times in the Greater
Tokyo Area)

＜Before ＞ ＜ After ＞
Traffic volume change by travel distance on Tokyo Metropolitan Expressway
Tohoku Tohoku
Expressway Expressway
Kanetsu Kanetsu 1-4% increase 3-4% decrease Traffic volume (vehicles/day)
Expressway Joban Joban
Expressway
Metropolitan Expressway Metropolitan 1600,000
Tokyo Outer Intercity Expressway Expressway Toll (cars) 135,100 132,500
Tokyo Outer Intercity Expressway
Ring Road Ring Road 120,000
Central Circular Route 58,900 54,700
Metropolitan Metropolitan Central Circular Route 15
of Tokyo Metropolitan New toll rate
Intercity Expressway Intercity Expressway of Tokyo Metropolitan 1,300JPY 80,000
Expressway General road
Tokyo
Keiyo Road Tokyo
Expressway (National Highway Route 246)
Metropolitan
Higashi Kanto Metropolitan
Chuo Expressway
Expressway
Expressway Higashi Kanto Old toll rate 40,000 76,200 77,800
Expressway Chuo Expressway Expressway 930JPY 10 Route 3 ShibuyaLine,
Tokyo Wangan Tokyo Wangan Tokyo Metropolitan Expressway
Road Road
0
Tomei Expressway Daisan Keihin Road Tomei Expressway H27.11 H28.4
Daisan Keihin Road
Yoko-shin Higashi Kanto Yoko-shin 510JPY Aoyama-1chome
Higashi Kanto 5
intersection
Road Yoko-yoko Expressway Road Yoko-yoko Expressway
Road Re-organizing and 300JPY Aoyama, Minato-ku
Road
integrating the toll
rates
As of June 7, 2015 Takagi-cho

12

18

24

30

36

42
54
6~
0~

~2

~3

~3

~4

~5
km
12
6k
:

18
Higher toll rate than the national expressway toll rate for major city area : Almost the same toll rate as the national expressway toll rate for major city area

4k

0k

6k

2k

4
or
km
m

km

k
: Almost the same toll rate as the national expressway toll rate for major city area Shibuya

m
:

mo
Almost the same toll rate as the national expressway toll rate for major city area Takagi-cho Congested general road before the
: Lower toll rate than the national expressway toll rate for major city area Travel distance

re
(to avoid radical change) revised toll rate was introduced
: Distance-based toll rate : National expressways out of the major city areas (standard section) Note: Based on ETC data (at Aoyama 1 chome intersection)
: National expressways out of the major city areas Note: dotted line represents sections under construction Note: Average in April 2015 compared with the average
Note: dotted line represents sections under construction Note *: Upper limit is set to avoid radical change in April 2016 (excluding holidays and other abnormal days)

48 49
 Chapter 3 Efficiency and Comfort

Livability Enhancement Safer and pleasant environments for cyclists

Road projects will focus on enhancing the living environment, so that everyone can benefit from
improvements such as safe and accessible pedestrian areas, pleasant living environments with road- While bicycles play an important role in urban transpor-
side greenery, and safer pedestrian spaces and better townscapes by removing utility poles. tation as a convenient transportation mode, infrastruc- ■Changes in the Number of Accidents by Category
ture for cyclists is still insufficient and has resulted in (number of accidents) (number of accidents)
slower reduction rate of bicycle accidents compared to

All accidents involving bicycles, Accidents with motor vehicles

200,000 20,000

Promoting universal designs in pedestrian spaces that of all accidents.

To lower the accident rate, MLIT and the National
180,000 171,171 18,000

■An example of universal design in pedestrian spaces

All accidents involving bicycles

160,000 16,000
By 2020, all designated roads will have barrier-free Police Agency (NPA) have launched the “Committee for

motorcycles / pedestrians / bicycles /other

141,357
sidewalks. Creating a Safe & Comfortable Environment for 140,000 With motor vehicle 132,051 14,000

The Minister of Land, Infrastructure, Transport and Bicycles” in 2011. The Committee submitted the 120,000 11,642 12,000
Tourism has identified roads with a high volume of following recommendation to MLIT and the NPA: “A With motorcycle
100,000 11,119 111,414 90,407 10,000
pedestrian traffic, especially areas where many elderly Bicycle Environment that is Friendly for Everybody: 7,854
Other
and disabled people travel along the roads that connect Proposal for a Safe & Comfortable Environment for 80,000 8,000
76,036
railway stations, government facilities, hospitals and Bicyclists.” 60,000 6,898 6,000
4,587
other important public facilities, and has designated In response to the recommendation, in November 4,184 With bicycle
40,000 3,260 4,485 4,000
them as in need of upgrades. 2012, MLIT and the NPA jointly created “Guidelines on 2,749
2,869
Creating a Safe and Comfortable Environment for 200,00 With pedestrian 2,625 2,550 2,000

Bicyclists.”
Removing utility poles
0 0
2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

Note: “Accidents involving bicycles” means that at least one victim involved in the accident is

Utility poles are often considered unsightly and obstructive, so MLIT promotes the removal of them in order to secure safe and
a bicyclist and accidents between two or more bicyclists are counted as one accident.

(Source: Information from National Police Agency)

comfortable pedestrian spaces, improve the landscape and living environment, enhance the reliability of telecommunication
networks and preserve historical townscapes. This visual preservation of historical sites and towns promotes tourism, restores
local culture and revitalizes local communities.
MLIT will continue promoting the removal of utility poles using methods that accommodate local situations, such as widening
roads in conjunction with burying utility cables underground and installing cables under or behind eaves. MLIT will also seek the
■Actions to Advance Urban Settings for Bicycle Usage
most cost effective methods for pursuing these activities.

■Methods for Removing Utility Poles

New road Cables in the main street
Sidewalk
Common utility duct
Development of bicycle route networks

Moving poles to
Eliminating utility the back street
poles in the main
street Cables under the eaves
In progress

Installation of underground utility ducts as a part Relocation of cables to side streets in order to remove Installation of cables under/along the eaves
of road construction projects. utility poles along the main streets. of houses along the street. Construction of bicycle parking facilities

■An example of Removing Utility Poles Education for cyclists on riding rules

Collaboration with public transportation systems Development and promotion of community bicycle programs
Before After
Conceptual images of the initiative

50 51
 Chapter 3 Efficiency and Comfort

Environmental Measures Enhancement of Modal Connect

Projects are being executed to quickly improve roadside environments and roadside areas. In order to Modal connect aims to enhance the connection of road network and other transport modes to improve
prevent global warming, the transport industry must urgently deploy measures to reduce CO2 emissions user environment.
from vehicles, which account for a large percentage of total emissions.

Protecting and creating roadside environments Background

Roadside environmental measures are being deployed to The level of buses services in Japan is poor and far from user-oriented. It is necessary to improve convenience of bus and other
achieve environmental quality standards for noise and air public transport based on the current situations of expressways, railways/shinkansen networks in regions.
Noise barriers pollution. Measures to control the heat-island phenomenon in This includes a pilot project and practical application of “Busta Project” (Bus terminal project), which improves accessibility of
Noise barriers lower noise level cities are also being actively researched and developed. bus stops through a cooperative role sharing between public and private sectors by fully using ITS and PPP.
in roadside residential and other
districts. Sound absorbing panels
installed under bridges Strategic development of integrated transport terminal
Sound absorbing panels Under the cooperation with city planning and local public transport policy, the MLIT aim to strengthen connection between
installed under elevated various traffic modes, to revitalize the area and strengthen disaster response.
road sections reduce
noise.

■Busta (Bus Terminal) Shinjuku (opened in April 2016)

Expressway
Green belts -Developed in coordination of public (road administrator of National Highway No 20) and private intercity
(terminal business) sectors bus terminal, waiting
Trees are planted between highways and
-19 scattered expressway bus stops are now aggregated in the terminal that is integrated with the lounge, information center Taxi berth,
residential districts to create green spaces railway station.
visitor's center
and reduce noise and gas concentration.

JR Shinjuku
Low noise pavement New South Exit
Small porous in the asphalt pavement sur-
-Frequency of expressway bus services: up
face absorb the noise produced by tires. to 1,720 services/day
-Number of expressway bus operators: 117
operators

MLIT's climate change mitigation -Number of passengers: 40,000

passengers/day on the busiest day

After a continual increase during the period between 1990 and 1996, ■CO 2 emissions by sectors
Kosyu Kaido (National Highway No 20
(Million CO2-t/year)
the level of CO2 emissions from the transportation sector became 600
Manufacturing industries(Factories etc.)
CO2 emissions from energy consumption

relatively steady in 1997. Emissions reached their peak in 2001 when

a level of 263 million CO2-t was recorded. Since then, emissions have 500
Transportation
392 ■Strategic development of integrated transport terminal
decreased to the level of 224 million CO2-t, the level which was 400 Commercial/institutional
(automobiles & ships) -We are committed to developing a public transport terminal directly connected to a railway station, considering impacts on surrounding road traffic.
recorded in 2013. (Office etc.) 214 -With a basic idea of the development outside of main road, a PPP project will promote efficient development and operation of a terminal while making use of
300 214
This means that the transportation sector's target, 240-243 million profits in private sector.
-Functions are shared between terminals to avoid congestion due to concentration of passengers and to provide redundancy in the event of disaster.
CO2-t, for Japan's proclaimed commitment under the Kyoto Protocol 200 168
Household
during the first commitment period (2008 to 2012) was achieved, Example of a terminal development in urban area Example of a terminal development in rural area
100
Energy conversion 93
taking into consideration the average level of emissions during these With a limited space around station, a terminal project will make use of space over (Anamizu town)
0 the road to create an integrated space with road, station and shopping street.
5 years. This project created an integrated traffic terminal in cooperation with local governments
0

00

05

10

and railway operator to enhance usability of expressway networks and mobility of buses.
9

In March 2014, the MLIT created a plan called "National Environmen- (FY)
19

19

20

20

20

20

An integrated space with road,

tal Action Plan (2014-2020)". In the Plan, the Ministry claims that it Source: Greenhouse Gas Inventory Office of Japan (GIO, April 23, 2018) station and shopping street

■Climate change mitigation measures in

Railway station
will implement its mitigation strategy, with a series of measures
Private entity
including smarter use of existing road networks to optimize traffic road sector
Station

flows and introduction of low-carbon road facilities. Currently, the

Traffic optimization -Designation of routes for heavy trucks "Michi-no-eki"
road sector of the Ministry promotes improvement of traffic flows -Development of arterial and ring Terminal Shopping
Rest Areas
road networks Greener roads street
(e.g. development of ring roads), roadside greenery, and a shift to -Revision of toll policy for expressways -Promotion of roadside greenery
low-carbon road facilities such as LED road lighting. -Development of cycling roads
Low-carbon road facilities Road
-Promotion of ITS
Although Japan will not renew its commitment for the second -Minimization of road work periods -LED lighting
-Life extension of road bridges Facility for local development
-Grade separation of railroad crossings
commitment period (2013-2020), the country will continuously -Promotion of transit use -Renewable energy use Michi-no-Eki “Anamizu” (Ishikawa)
dedicate its efforts to CO2 reduction.
52 53
 Chapter 3 Efficiency and Comfort

Establishment of smart transit system

Multi-level Road System
Making a good use of the multi-level road system, the MLIT continually improves function, convenience
The establishment of a smart transit system that enables efficient transit according to traffic conditions is proceeding. and value of road space. Through reorganization of the road space, the ministry addresses problems and
needs of the area along the road.
■Establishment of a platform and center
-To integrate operation information of various modes, platform of regional traffic big data and “Regional Traffic Data Center” will be set up in each
region, which plays a central role in dealing with regional traffic issues through industry-government-academia cooperation.
-Consider a system that will deal with practical issues including handling of competing companies’ data and personal information.
Background
-Examine disclose data including operation information. Multi-level road system was established in 1989 to allow an integral development of road and building in a designated area
for multi-level road. The background of the introduction of this system included:
Platform for regional traffic big data -Increase of land price was inhibiting acquisition of right of way, resulting in slow progress in arterial road development
Various transportation modes Industry -It was increasingly necessary to develop arterial roads and the surrounding areas in an integrated manner to promote appro-
priate and reasonable land use.
Railway At the beginning, the multi-level road system applied to new or reconstructed roads only. After the Road Act was amended
Regional Traffic Data Center
Integration of (tentative name) in 2014, however, the multi-level road system expanded its coverage to include existing roads.
operation Bus ETC 2.0

Academy Government
information
Airplane
Case Study (Station square in front of the west exit of the Shinagawa
Dealing with region-wide traffic issues
Station adjoining National Highway No. 15)
revitalize transportation businesses Shinagawa Station in Tokyo serves as a starting point to access Haneda Airport. Since a new terminal station “Shinagawa
New Station” (provisional name) of the maglev Chuo Shinkansen (scheduled to be open in 2027) is going to start operation
(in a provisional manner) in 2020, there is an increasing development need involving private entity.

■Efficient connections between modes according to traffic conditions

■Current Status and Issues
[Extended information provision for users and businesses] The current station square and pedestrian space in front of the west exit is already busy with a the east exit (port south exit) where urban redevelopment has been progressing, which poses a
number of vehicles, pedestrians and public transportation everyday in a small area compared to problem of comfort and safety for users.
Provision of delay information and connection information Extensive information provision for users
Traffic Disorder in front of the Station Loading/unloading Vehicles
Niigata Lake Kawaguchi
A significant number of pedestrians cross the National A number of vehicles (over 350 vehicles a day) use this
Estimated time Estimated time Highway No. 15 near Shinagawa Station. The current station square for loading and unloading goods to
Origin of departure Destination of arrival Status
pedestrian crossing in front of Shinagawa Station, deliver to stores in the station. As a result, this space no
Scheduled Displayed along which does not have a sufficient waiting space for longer offers a good traffic hub function.
with available Smart phone Digital signage Inside the bus
Niigata Busta Shinjuku 15 minutes pedestrians, cannot accommodate 8,000 pedestrians in
12:00 17:30 of delay services
Connection the peak hour of 6 p.m. This space is filled with
information Originally pedestrians, cyclists and bus users who are all walking
Non-barrier-free Overpass
Flexible fleet control by operator
Busta Shinjuku 15:30 Lake Kawaguchi 19:15 On schedule scheduled The overpass crossing National Highway No. 15 is
toward different directions, creating an unpleasant and
Lake Kawaguchi 5 minutes connection Delay due to traffic narrow and does not have an elevator. It is hard for
JR Shinjuku Station 15:50 Station 20:35 of delay Alternative even dangerous situation.
congestion wheelchair users and the elderly to use.
Busta Shinjuku 18:00 Lake Kawaguchi 19:45 On schedule connection
Flexible departure time
Shared delay Taxi Stand
based on shared delay
information information
Connected bus The current taxi stand accommodates only 10 taxis,
which are always too few to meet the demand.
Community Bus
Because the current station square is too small to
offer a bus stop area, it has been installed along
[Coordination between operators]
National Highway No. 15, which causes confusion
among bus users and other pedestrians.
Transfer from expressway bus to railway Connection between expressway bus services

Connection to railway to transfer from bus via inside

avoid congested expressway
■Development Policy
of Tokyo to bus via ring road Destination
Closest station to destination Shinagawa Station and the surrounding area have a strong potential as a regional
transportation hub or an international exchange hub especially after Haneda Airport
started serving intentional flights and maglev Chuo Shinkansen is developed. Making a
Railway Railway Congestion good use of a limited space near the station, the urban infrastructure should be developed
station station in an integrated manner among roads, station and other elements in the town.
In Tokyo -Apply the multi-level road system to National Highway No. 15 to make good use of the
Congestion space over the road.
- Offer a safe traffic line for pedestrians
Buses via inside of Tokyo
-Improve accessibility to walk around the station and the town
Buses via ring road
-Enhance a modal connect function of the station square by separating vehicles and
pedestrians and integrating bus stop and taxi stand.

54 55
 Chapter 3 Efficiency and Comfort

Michi-no-Eki
As a longer driving and female/elderly drivers become common, there is an increasing demand for
resting areas along general roads where they can drop in and rest at ease so that they go back to safe
■ Disaster prevention features that were found to be useful after the Great East Japan Earthquake
driving which ultimately support smooth traffic flow.
With diverse values, people desire for unique and interesting places. These resting areas would provide Logistics support by Self Defence Forces (SDF)
various and unique services based on the local culture, history, tourist destinations and local specialities.
Resting areas are expected to attract a lot of tourists, which means it will help surrounding areas to Food/daily necessities
become more vibrant and facilitate a synergistic relationship with other local areas through the road. supply for affected residents
Aiming for these effects, the Rest Areas network called "Michi-no-Eki" were introduced. Michi-no-Eki
plays 3 different roles; "a place for resting" for road users, "a place to provide information" for both road Re-opened as the only store just 1
week after the earthquake and
users and locals, and "a place to facilitate local communications".
provided local vegetables and
daily necessities.

Locations Eligible local proponents

-Rest Areas are located at appropriate intervals to best serve -Municipalities or the equivalent public bodies
as a resting place for road users
Tono Kazeno-oka
Remarks (Tono city, Iwate)
Services -Facilities are designed so that children, elderly and physical-
-Parking space, washrooms and telephone booths available ly challenged people can easily use them
24 hours a day -Michi-no-Eki is designed to suit local beautiful sceneries
-Attentive information service provided at the information
desk
Disaster-prevention features in
Facilities the event of natural disaster Yamada (Yamada town, Iwate)

-Free parking space large enough for road users to rest -With a power generation facility, a storage for reserve stock
-Clean washrooms and a heliport, Michi-no-Eki serves as a local disaster-preven-
-Information center for road users and locals tion center Emergency shelter
-Various service facilities -Michi-no-Eki actually played an important role in providing
-Barrier-free designed walking paths a place for life-saving activities, distribution of relief goods, With an in-house power
evacuation center and food distribution generation, it opened 24
hours a day and provided Distribution center for
■Overview of Michi-no-Eki rice balls and snacks for
evacuees.
relief goods

● Michi-no-Eki “Asagiri Kogen” ● Number of Michi-no-Eki ● Rest area Serves as a relaying point of
relief-goods transport from all
(Shizuoka Pref.) 24-hour free toilet / parking lot
over the country.
● Information provision
Number of Increasing number of Michi- no-Eki
registration
1200 1,145
1000
800
600
Local Sake 400
200
0 114
1993 1998 2003 2008 2015 2018 Tourist center
Restaurant overlooking Mt. Fuji As of Jan. 2018
(Kawaba Denen plaza in Gunma)

● Cultural exchange
27
30 30
: 41 or more

:31~40 :11~20
17 12

:21~30 :10 or less 28

37
23 14 30 22 11
16 14 41 19
8 28 12
9 22 16 18 54 19 1 24
23 18 16 31
24 8 12 16 23 2
17 28 18
15 Store jointly invested by local residents Sanbon-gi (Osaki city, Miyagi) Soma (Soma city, Fukushima)
8 21 22 15 27 (Miyama Fureai-hiroba, Kyoto)

56 57
 Chapter 3 Efficiency and Comfort

Automated driving services in rural area

■ Driving route in the experiment
In 2017, the MLIT started pilot projects to demonstrate a VI-based automated driving service around Michi-no-Eki which is
expected to assure smooth transportation of people and goods in rural area where many elderly people reside. Test route Go the rounds of customer house and facilities (clinic and city hall, starting from Michi-no-Eki.)

Travel distance About 4~5 km

①Driving on the dedicated space by traffic restriction (autonomous driving level 4)

■ Pilot projects of automated driving service in rural area Driving space
(an officer is on board for emergency stop)
②Driving on dedicated space + mixed traffic (public road) (autonomous driving level 4 + 2)
(a driver is on board)

"Michi-no-eki" Information center Rural Area Schedule and routes ①scheduled service ②request using a smart phone
Rest Areas Automated driving car
Local product store Smart phone-based
Installing control center
call system
Clinic Shipping of agricultural
products to Michi-no-Eki
Public service Development of
office automated driving
station Community
hall
Home
Home Going to clinic
Clinic
[Example of Vehicle-Infrastructure (VI) Coopetration Detecting magnetic guideline

Station
(Michi-no-Eki, Home
etc.)
Consolidated transport Home
(passenger and goods)
Ensure freight transport Means of mobility in everyday life Local revitalization
(delivery service and collecting/ (shopping, hospital (tourism, creation City hall
shipping agricultural products) and public services) of a work place)
Home Work at Michi-no-eki

Home

■ Examined items at the pilot projects ② ③

Home

Shopping at
Michi-no-Eki
①Road / transport
②Regional environment Subject to review depending on the future regulation on autonomous driving.

③Cost
④Social acceptance
⑤Impacts on the local community
(Snowy road)
(Placement of electromagnetic
guidelines in pavement)
■ Road map
⑴ Weather conditions (rain, snow etc.) ⑴ Vehicle introduction / maintenance costs 2017 2018~2019 2020~2025
① ⑵ Communication conditions (GPS receiver ⑵ Non-vehicle costs needed
sensitivity)
Automated New automated
driving technology driving technology Expansion
pilot project pilot project
Conducted at
④ ⑤ 13 locations
Automated driving Launch of private
business pilot Deployment sector-based automated
project driving service
Study of business
(Road in rural area) models
(Mixed transport of goods and
(Passenger vehicle) passengers) •Mixed transport of goods
Study of diverse business models
⑴ Road structure (alignment, gradient etc.) and people, tourist
considering regional characteristics
⑵ Road administration (lane markings,vegetation etc.) ⑴ Comfort (speed, psychological impact etc.) ⑴ Increase in senior citizens venturing out excursions etc.
⑶ Support for mixed traffic ⑵ Convenience (route, frequency of travel etc.) into society
⑷ Space needed for road transport centers ⑵ Expanded collection and shipment of
agricultural products, etc.

58 59
 Chapter 3 Efficiency and Comfort

Chapter
Japan’s Expressway
Numbering System
In 2017, the MlIT introduced a new numbering system, a scheme that combines route numbers with
route names to Japan’s growing expressway network in order to make it easier to understand for all
expressway users, including foreign visitors in Japan.
Advanced Road
Basic features of the Expressway Numbering System
Road types and functions are indicated with alphabetic letters.
- The letter “E” indicates an expressway
- The letter “C” indicates a circular route
Technologies
- The letter “A” at the end of a route number indicates grouped route.

■Expressway Numbering System

■Road sign guidance
Examples of signs at expressway
entrances
signs show both route numbers and route names.
Examples of signs at junctions
■Application of expressway numbering
The Expressway Numbering System is being applied to maps, car navigation
systems, and various other tools and media.
Example of numbering on a map

国土地理院

Example of numbering in a navigation system

Work within a shield tunneling machine, which is constructing the Tokyo Bay Aqua-line Expressway.

Of Japan’s total land area of 378,000km2, only
one-third is suitable for living. Due to its
topographical, geological, meteorological and
other natural conditions, Japan is prone to numer-
ous natural disasters such as storms, heavy snow-
fall, floods, landslides, earthquakes and tsunamis.
Consequently, various road construction technologies
have been developed to overcome the resulting severe
conditions and difficulties posed by these natural
disasters.

60 61
 Chapter 4 Advanced Road Technologies

Tunnels
The long, thin chain of islands that compose Japan has a spine of steep mountains running north to
south down the island chain. The elevations reach 2,000m to 3,000m above sea level and about 70%
of the land is mountainous. Therefore, roads must be constructed on the narrow strips of land
between steep slopes and the sea, alongside rivers winding between mountains, and sometimes
through mountains. Tunnels are increasingly used when constructing roads in highly populated areas
due to the shortage of land and to protect the environment.
Bridges
Japan consists of four major islands, Hokkaido, Honshu, Kyushu, along with Shikoku, and a number of
smaller islands. Straits and inland seas hinder traffic between the islands. For well-balanced develop-
ment, transportation access is required, so bridges connecting islands have been constructed. Also,
since Japan is highly prone to earthquakes, typhoons and strong winds, cutting-edge technologies are
used to construct and maintain long-span bridges that can withstand severe weather and natural
disasters

Kan-etsu tunnel (Kan-etsu Expressway) Honshu-Shikoku expressway

The Kan-etsu Tunnel is 11km long and is the longest highway The Honshu-Shikoku Expressway was completed in 1999 and Onomichi-Imabari route (the Nishi-Seto Expressway). The
tunnel in Japan and the fifth-longest in the world. At its lowest connects the main island of Honshu with the island of Shikoku. total length of these roads is approximately 173km. The
depth the tunnel passes 1,100m below the mountain’s peak. It has three routes, including: the Kobe-Naruto route (the center span of the Akashi Kaikyo Bridge is 1,991m, making it
Of its four lanes, the outbound lanes were opened in 1985 and Kobe Naruto Expressway), the Kojima-Sakaide route (the the longest in the world. Additionally, the height of the main
the inbound lanes were completed in 1991. Seto-Chuo Expressway and the JR Seto-Ohashi line), the tower is approximately 300m above sea level.

Yamate tunnel
(Central Circular Shinjuku Route of the Metropolitan Expressway)

The Central Circular Shinjuku Route of the Metropolitan Expressway

connects Shibuya, Shinjuku and Ikebukuro, which are major sub-centers Akashi Kaikyo Bridge Tatara Bridge Seto Bridge
of Tokyo. Two tunnels account for most of its 11km length, one for the
inbound lanes and the other for the outbound lanes. The tunnels were
completed in 2010. JCT Tokyo bay aqua-line expressway
Entrance and exit Entrance and exit Entrance
Exit The Tokyo Bay Aqua-line Expressway, which allows a motorist to transverse the
Tokyo Bay, was completed in 1997. About 10km, out of its total 15.1km, are under
JCT the Bay and the remaining 5km are configured as the Aqua Bridge. A ventilation
Entrance and exit
tower (“Kaze-no-to”) was constructed in the middle of the tunnel, and a manmade
Entrance and exit
Legend island (“Umihotaru”) was constructed where the tunnel and the bridge meet.
JCT
Cut and cover Ventilation
Shield tunneling Railway station

■Yamate Tunnel Map Vertical shaft (cut and cover)

Elevated section JCT Entrance and exit

The manmade island “Umihotaru” and the Aqua-line Bridge

R einforcement and
management of long bridges
Long bridges are inspected daily using advanced technologies in order to prolong
their service life. For instance nondestructive methods are used to inspect hangers
on suspended bridges.

Tunnel boring machine Implementation of damage control earthquake-resistant designs to retrofit existing
long bridges has reduced the cost of constructing long bridges to 65%.
The tunnel boring machine consists of both a tunnel shield and a front rotating A model experiment
using a 1/6-scale model
cutting wheel. As the front cuts into the ground, it assembles concrete segments of buckling restraint
braces.
inside the machine, and as it advances it constructs the tunnel behind it. Advanced
robotic technologies are used, with a computer controlling a series of activities Use of a damage control
earthquake-resistant
required for the tunneling work. design on the
Minato-ohashi Bridge
World’s largest tunnel boring machine helped reduce the
(diameter: 14.14m) used to construct the construction cost
Tokyo Bay Aqua-line Expressway (Hanshin Expressway).
Non-destructive inspection of hangers

62 63
 Chapter 4 Advanced Road Technologies

Pavement
In 1955, the percentage of paved national highways in Japan was less than 14% of the total road
network. The percentage increased sharply thereafter as motorization rapidly progressed, reach-
ing 57% in 1965, 79% in 1975, and over 90% today. Various paving technologies have been
Appendix
researched and developed since roads in Japan are subject to large seasonal temperature differenc- -History of Roads in Japan
es and heavy rainfall. New technologies are being developed to address an aging society and envi-
ronmental issues.
-Technical Standards
-Statistics
Drainage and low-noise
pavement [Ordinary pavement]
change to Air
[Drainage pavement]
change to Air
becomes trapped escapes into the
The surface of a newly developed pavement is Tire between the tire porous pavement
and the pavement and absorbs the
more porous than ordinary pavement and allows surface and generates noise.
water to seep into and pass through the noise.
Surface
pavement. It flows along an inclined, imperme- of pavement Surface
of pavement
able course and is then discharged out the side
gutters. The pavement drains the rain water and change to Reduction in the noise level by changing the pavement to one
allows the road surface to remain non-slippery, that absorbs rather than reflects vehicle noise on the road surface.
controls spray and ensures good visibility. The
porousness of the pavement also suppresses the
noise generated by tires and traffic.

[Ordinary pavement] [Drainage pavement]

Noise reflects. Noise is partly absorbed and reduced.

Water-retaining pavement Rain Solar heat

The pavement retains water and thus lowers the road temperature Evaporation
through water evaporation. Diverse techniques, from which rain water and heat

underground water slowly evaporate, have been proposed. For example,

injecting water-retaining materials like polymers into the voids of asphalt Water-retaining
materials
mixtures is one such option.
The road temperature
Binder course
is dropped by water
retained in the
pavement which
Base course consumes heat as it
evaporates.

Heat-insulating pavement
Special paint is applied on the pavement surface to reflect infrared rays from the sun and thus reduce the amount of heat that
is absorbed and accumulated in the pavement. The paint controls the rise in the surface temperature of the pavement and
improves the thermal environment for pedestrians and road-side users, helping to mitigate the heat-island phenomenon.

■Example of application ■Example of filling

Heat-insulating Heat-insulating
materials materials

Matrix
Matrix Asphalt pavement
Asphalt pavement

Binder course Binder course

64 65
 Japan is a country comprised of four major islands and numerous minor islands. It is configured as a
crescent shape and situated to the east of the Asian continent in the Northwestern Pacific Ocean. Of
its 378,000 square km of land, about 70% is comprised of mountainous terrain. It is inhabited by more
than 120 million people.

History of Roads in Japan

It is a country that has achieved harmony between its traditional culture from ancient eras and its
modern society with advanced technology. Yet, Japan’s fascinating natural environment is one that
changes from season to season.
The history of land transport in Japan began over two thousand years ago and can roughly be catego-
rized into the following four eras: 1) Age of People and Nature (ancient times until the Meiji Resto-
ration in 1867), 2) Age of Modernization (from the Meiji Restoration until the 1950s), 3) Age of High
Efficiency Networks (from the 1950s to the present day) and 4) Age of Optimal Maintenance and Man-
agement for Maximum Utilization of Existing Roads.

Nihombashi in the Meiji Era

l. Age of People and Nature
(ancient times until the Meiji
Restoration in 1867)
l) The Ancient Foundations of Modern Japan
The oldest written record of roads in Japan appeared in a
Chinese history book from the 3rd Century called Gishi-wajin-
den. At that point in time, Japan was in the process of
unifying the country under the Yamato Dynasty. People
travelled on foot or horseback for hundreds of years until the
Meiji Restoration, when Japan opened its doors to the
modern nations of the West late in the 19th century, which
resulted in modern conveniences becoming available and
then prominent in Japan.
Unlike in China and the European countries, horse-drawn
carriages never fully evolved in Japan. The historical lack of
use of horse-drawn carriages could be due, in part, to the
country’s terrain which is mostly mountainous and
criss-crossed by numerous creeks and inlets.
After the Reformation of the Taika Era (645 C.E.), an elabo-
rate central government system, characterized by emerging
administrative and judicial institutions, was established. A
new road network was developed at this time that connect-
ed Honshu (the largest island) to Shikoku (the smallest of the
four main islands) and then continued all the way down to
Kyushu (the southernmost and third largest island).
This nationwide public road network was called “Seven
Roads” and was composed of Tokaido, Tosando, Hokuriku-
do, San-indo, San-yodo, Nankaido and Saikaido (‘-do’ in
Japanese means ‘road’). After bitter struggles with the rough
terrain of the country, the Seven Roads were completed and
in later years were used as the prototype for highways and
roads. Almost all of the Seven Roads routes were used as
arterial railways during the Meiji Era (1868-1921 C.E.) and
then expressways that opened after 1964. In short, ever
since the Seven Roads were first established during this age,
they have continued to serve as the backbone for transport
routes in Japan.
2) User-friendly Roads Can Be Traced Back to
Early Times
Along with the establishment of the Seven Roads came
another system called “Ekiba, Tenma” (Post Horse System),
which eventually became the modern international word
“Ekiden” (a relay road race). In this Chinese-originated
system, an “Eki” (meaning station) was located at each
interval of 16km along a road and would provide necessary
services for the officials and people of high rank who
travelled that road on their journeys. Approximately 400
“Eki” were developed across the country. In the mid-8th
century, a number of fruit trees were systematically planted
along the Seven Roads, which eventually led to the tree lined
roads of today.
Later, in the 16th century, a road signage system called
“Ichirizuka” was established by referencing a similar practice
from ancient China. This system can be viewed as the Asian
version of the Roman milestone-system. After the Edo
Shogunate was established in 1603 C.E., the ichirizuka
system was transformed when ample facilities were created
and the 5 Major Highway System, radiating from Edo (the
old name for Tokyo), was formed. The Shogunate specified
that the five major highways should be about 11m wide and
Numazu-juku as depicted by Hiroshige
Source: National Diet Library
secondary roads should be 5.5m wide. The roads were to be
filled with gravel and cobbles to a depth of 3cm and topped
with sand after treading them down.
Sir Rutherford Alcock, the first British Minister to visit Japan,
wrote about his visit at the end of the Shogunate era, saying,
“Their highways, the Tokaido, the imperial roads through-
out the kingdom, may challenge comparison with the finest
in Europe. Broad, level, carefully kept and well macadam-
ized, with magnificent avenues of timber to give shade from
the scorching heat of the sun, it is difficult to exaggerate
their merit."
3) Road Construction with Consideration for
People and Scenery
Japanese people frequently traveled, to such a degree that
foreigners were astounded by how far and how often they
traveled in comparison to themselves. The Japanese did not
hesitate to travel because there were such excellent road
facilities and services even back then.
In the middle of the Edo Era (1690 C.E.), Englebert Kaemp-
fer, a German doctor who came to Japan to work for a Dutch
trading house, wrote: “An unbelievable number of people
travel the highways of this country every day. The reason for
this is the high population of this country, but another
Source: National Diet Library
reason is that, unlike inhabitants of other nations, the
Japanese travel extremely often.”1
The Hakone Road was already paved by 1680 C.E. Sir Ernest
Satow, a British diplomat who came to Japan at the end of
the Edo Shogunate (mid-19th century), wrote in his book, “A
Diplomat in Japan,” about his astonishment at the pavement
there: “Next morning, we started at half-past six to ascend
the pass which climbs the range of mountains by an
excellent road paved with huge stones after the manner of
the Via Appia where it leaves Rome at the Forum, and lined
with huge pine trees and cryptomerias.”
Unlike the Via Appia, Japanese surface transport routes were
developed primarily for people and horses, because
horse-drawn carriages were not common prior to the Meiji
Era (~1868 C.E.) For this reason, roads were usually in good
condition since damage caused by traffic was not severe and
maintenance was relatively easy to complete. Road cleaning
and other regular maintenance was not performed by the
Shogunate or the government of feudal clans, but by
roadside residents on a voluntary basis. This implies that
there was a general understanding that roads were not the
exclusive property of the overlords, but considered to be
“public property”.
1
“Geschichte und Beschreibung von Japan”

66 67

3. Age of High Efficiency
Networks
(from the 1950s ~ today)
1) Arrival of the Motorization Age
Automobiles proliferated quickly as the Japanese economy
recovered from hardship after the war and the standard of
living improved. Only 130,000 vehicles were registered at
the end of World War II, but the number increased rapidly,
reaching 500,000 vehicles by 1951, then doubling to one
million in 1953, and doubling again to two million in 1957.
The Age of Motorization had finally arrived in Japan.
However, the road system in Japan remained insufficient to
The state of roads in the mid-1950s was as “incredibly bad”
support the ongoing rapid motorization. Ralph J. Watkins,
as Watkins wrote in his report.
an economist invited by the Japanese Government to
conduct research on the Meishin Expressway, wrote in his
1956 report, “The roads of Japan are incredibly bad. No
other industrial nation has so completely neglected its
2. Age of Modernization highway system.”
Indeed, Japan’s road system in those days was truly terrible.
(from Meiji Restoration to the
Only 23% of the first-class arterial national highway system
1950s) April 1968
Vehicles driving from Okazaki IC to Komaki IC after the was paved. Only two-thirds of national Highway Route 1,
opening ceremony of the Tomei Expressway
supposedly the major arterial highway connecting Tokyo
(Photo: Mainichi Shimbun)
After ending two hundred years of isolation, the revolution- with Osaka, was paved. The Japanese Government at that
time accepted Mr. Watkins’ proposals and immediately put
ary government of the Meiji Era (1868-1912 C.E.) quickly
them into practice. Thus, road improvement in Japan moved
started modernizing the surface transport system by import-
into high gear, propelling the nation into the high economic
ing new technologies from Europe. Unlike China and
growth era of later years.
Europe, Japan did not have a history of horse-drawn carriag-
es as a method of transport. It was thus impossible to
transform the ancient roads, designed strictly for the 2) The Five-Year Road Development
passage of people and horses, into modern roads in a single Program, Toll Road System and Tax Revenue
step.
System with Earmarks for Roads
The beautifully maintained pre-modern roads of the Edo Era
began to deteriorate under the burden of modern
Without a long history of horse-drawn carriages, the roads in
horse-drawn carriages and human-powered vehicles (or
Japan were severely underdeveloped. What was worse, road
rickshaws). Arthur Crow, who visited Japan in 1881 C.E.,
recorded this observation in “Highways and Byways in
Japan”: “The Tokaido is in a dreadfully bad state, with ruts
and holes large enough almost to swallow a cart, and yet
traffic is very heavy, both for horse and man-power
■Investment change in the Five-Year Road Development Program
vehicles”. 80,000
The slow improvement of roads can be partially attributed to 70,000 Unsubsidized Local Road Projects
Investment(billion JPY)
the decision by the Meiji Government to give rail and sea Toll Road Projects
60,000
transport higher priority over roads. This decision was General Road Projects
intended to allow Japan to catch up with the advanced 50,000
nations of the West as quickly as possible. The backwardness 40,000
of the road system in Japan continued until 1945 when the
30,000
World War II ended and the entire national landscape was
20,000
devastated by bombings and other catastrophes of war.
10,000
During the reconstruction process in Japan, the moderniza-
tion of roads in Japan was fully accelerated along with the 0 included in the total of the 6th plan.
-57 -60 -63 -66 -69 -72 -77 -82 -87 -92 -97 -02
development of railways. 54 958 960 964 967 970 973 978 983 988 993 998
19 1 1 1 1 1 1
Fiscal Year
68
History Road of Japan
development was inevitably slow because the development
of railways was given priority over the development of roads.
Under these circumstances, the Five-Year Road Development
Program was launched so that road development could be
fully accelerated.
Since the public works budget, under the general revenue
scheme, was insufficient in meeting the ever-increasing road
traffic demand, two new financing systems were introduced:
the toll road system and the tax revenue system with
earmarks for roads. These systems allowed for a significant
number of road projects to be undertaken in a short period
of time.
The former “Act on Special Measures concerning Road
Construction and Improvement”, which was enacted in
1952, introduced the toll road system and enabled the
national and municipal governments to borrow sufficient
funds to develop roads. After the new roads were complete,
the borrowed money would be repaid using the toll revenue
from the roads.
The toll road system was used primarily for national express-
way projects. In 1956, the Japan Highway Public Corpora-
tion was founded, so that expressways would be efficiently
managed and financial resources from the private sector
could be widely utilized.
With its founding, toll road development was now led by JH
instead of the National Government. Although the mecha-
nisms of the toll road system are similar to that of current
PPP projects, the former included an ingenious system that
enabled them to carry out unprofitable road projects if the
road was recognized as necessary from a point of social
benefit. The National Government reduced the business risk
of unprofitable road projects by guaranteeing the loan and
by paying a fixed rate of interest. In addition, the Govern-
ment utilized the pool system, in which revenues and expen-
ditures were balanced throughout the toll expressway
network. This system enabled them to develop not only
profitable expressways in urban areas but also unprofitable
expressways in rural areas across the country.
Note:
1) Reserve fund (150 billion) is included.
2) Reserve fund (100 billion) is included.
3) Reserve fund (500 billion) is included.
4) Reserve fund (700 billion) is included.
5) Adjustment cost (1,300 billion) is included.
6) Adjustment cost (1,300 billion) is included.
7) Adjustment cost (1,400 billion) is included.
8) Adjustment cost (5,000 billion) is included.
9) Reserve fund (11.2 billion for Okinawa) is
1 1 1 1 1
69

In 1953, the “Act on State’s Tentative Financial Measures for
Road Construction Projects” was enacted and thus ushered
in a new tax revenue system with earmarks for roads. This
system, based on the “beneficiary-pays” principle,
earmarked the revenue from fuel tax and other automo-
bile-related taxes for road projects. This measure secured
stable financial resources for the long-term development of
roads, including the 1st Five-Year Road Development
Program and the subsequent 11 programs that followed.
The toll road system and the tax revenue system with
earmarks for roads supported the development of the
nationwide road network for more than 50 years. During
those years, all major roads were paved and more than
10,000km of expressways were developed across the
country.
However, there were increasing calls for a change in both of
the financial revenue systems since the road network in
Japan had reached an almost adequate level of develop-
ment. There were various critiques and opinions about road
development, including the belief that roads were devel-
oped wastefully and sometimes redundantly, spending a
large amount of both borrowed money and the national
budget. At the same time, the repayment and management
costs were not being sufficiently preserved due to the
high-cost structure of JH’s toll road system. As a result, JH
was privatized and reorganized into the Japan Expressway
and Debt Repayment Agency (JEDRA) and 6 regional
Expressway Companies. The main purposes of this change
were to ensure the repayment of the massive road debt that
had reached 40 trillion yen, to streamline the administrative
authority and to provide various services for road users by
utilizing experience from the private sector.
There was also increasing criticism of the tax revenue system
with earmarks for roads. Critics argued that fixed expendi-
tures from the abundant financial resources resulted in
unnecessary road development. In 2009, the tax revenue
system with earmarks for roads was abandoned and the
■Change in total length of expressways
(Km)
9,000
8,000
7,000
6,000
5,000
4,000
3,000
2,000
1,000
0 0
1970 1975 1980 1985 1990
70
■Change in real GDP per capita should be economized. As discussed in the previous section,
this led to the abolition of the tax system with earmarks for
(US dollars) roads and the reorganization and privatization of JH. While
35,000 road development is slowing down, utilization of existing
30,000 road networks and improvement of asset management is
becoming the focus of current programs.
25,000
The first task of asset management is to map out strategies
20,000 for the aging road infrastructure, which was largely devel-
oped during the high-growth period of the Japanese econo-
15,000
my (from the late 1950s to the 1960s).
10,000 The second task is to continually provide road transport
5,000 services and to support the lives and economies of the
people who live in a country that is prone to natural disasters
0 such as earthquakes and typhoons.
1970 1975 1980 1985 1990 1995 2000 2005 2010
The third task is to provide road services that are safe, acces-
sible and environmentally friendly by utilizing evolving ITS
Government decided to pay for road expenditures using technologies and by improving the quality of roads.
funds from the general revenue.
1)Strategies for Aging Road Infrastructure
The majority of roads and bridges were constructed in the
4. Age of Optimal Maintenance high-growth period of the Japanese economy and will be 50
years old in the next 10 years. To maintain the safety of this
and Management for Maximum aging infrastructure, periodic investigation and database
Utilization of Existing Roads management, as well as systematic repair work, are
required. It is a new technical challenge to efficiently investi-
gate and repair 5.2 million bridges and 10,000 tunnels. At
By the beginning of the 21st century, the total length of the same time, this is also a significant challenge in terms of
expressways had reached more than 8,000 km and the the financial and human resources that are needed to meet
public opinion was that Japan had almost sufficient road road demands.
networks, especially in urban areas. At the same time, Japan
entered an age of declining birthrates and an aging popula- 2)Preparing for Natural Disasters
tion (the national population has been declining since it
peaked in 2008). The Great East Japan Earthquake in March 2011 forced the
In addition to these social changes, ever-increasing social reevaluation of the importance of road networks in the face
security costs and the fragile national financial condition of large-scale natural disasters. 20% of world-wide
brought about the wide-spread belief that public investments earthquakes with a magnitude of 6 or higher occur in Japan.
As an earthquake-prone country, disaster prevention
measures, including improvement of bridges’ quake
resistance, have been deemed necessary after the repeated
■Change in number of registered vehicles
(Million vehicles)
70
60 Passenger vehicle
freight vehicle
50
40
30
20
10
1995 2000 2005 2010 1970 1975 1980 1985
History Road of Japan
experience with these disasters. In addition, it is necessary to
enhance road networks to guarantee alternative routes in
the event of road closures after a large-scale disaster and in
order to add disaster prevention functions to existing
roadside service facilities. As climate change is increasingly
occurring on a global scale, Japan has been experiencing
more frequent heavy rains and snows. Overcoming
landslides on slopes and snowbound traffic are always
serious challenges in a country with precipitous terrain.
Japan road administration has been implementing counter-
measures that include: constructing slope protection, estab-
lishing a snow removal system, installing road monitoring
systems and improving operations.
3)Improvement of Road Service Provisions
using Intelligent Transport Systems (ITS)
Ring roads are being developed in the Tokyo Metropolitan
Area, where traffic congestion is a serious problem. Once
complete, ring roads are expected to provide more route
options and smoother traffic flow.
Since they were introduced in the 1990s, ITS technologies
have provided various services, including car navigation
systems and Electronic Toll Collection (ETC). Even now, the
technologies are evolving to meet the demands of road
infrastructure and the automobile sectors. Newly introduced
automobiles with crash-avoidance systems offer the poten-
tial for fully automatic driving systems sometime in the near
future. In the road infrastructure sector, dynamic traffic
guidance, warning messaging and vehicular controlling
technologies are being studied as part of road-to-vehicle
and/or vehicle-to-vehicle communication systems.
The advancement of technology is going to integrate road
infrastructure and automobiles into a new synthetic
transport system and will provide a breakthrough solution
for traffic congestion, traffic accidents and environmental
pollution, all of which have been major issues since the
modernization of the road system began.
1990 1995 2000 2005 2010
71
 Technical Standards

Technical Standards
(Government Ordinance No.320 of 29th October, 1970)
[Provisional translation]

Structure of Road Technical Standards (Purpose of This Ordinance)

Article 1
This Ordinance specifies general technical standards (limited to the standards that should be taken into account when technical
provisions of the Road Act (hereinafter "Act") Article 30.1.1, 30.1.3 standards (except for the provisions in Article 30.1.1, 30.1.3 and
Road Act Road Structure Geometric design and 30.1.12 for general technical standards of the structure of 30.1.12) for the construction of prefectural roads and municipal

[Act No. 108 of Ordinance prefectural roads and municipal roads) for the structure of national roads are required under the ordinances of prefectural or municipal
expressways and national highways when these roads will be newly governments, who also serve as a road administrator.
1952] [Cabinet Order No. 320 constructed or reconstructed and also specifies general technical
of 1970]
Earthworks
(Definition)
Article 2
Pavement The following terminology definitions shall apply to the correspond- 14. Stopping lane: A strip of carriageway section principally used to
ing terms in this Ordinance: park vehicles.
15. Track bed: A road section dedicated for use by streetcar traffic
1. Sidewalk: A road section provided for dedicated pedestrian traffic, (streetcars as specified in Article 2.1.13 of the Road Traffic Act
which is separated by curb lines or fences or other similar [Act No.105 of 1960]; this definition of streetcars shall apply
Bridges structures. hereinafter).
2. Bicycle track: A road section provided for dedicated bicycle traffic, 16. Island: An area facility provided at intersections, carriageway
which is separated by curb lines or fences or other similar separation points, bus bays, streetcars stops, or other areas to
structures. ensure safe and smooth vehicular traffic or the safety of pedestri-
Tunnels 3. Bicycle/pedestrian track: A road section provided for dedicated ans crossing streets or bus and streetcar passengers boarding or
bicycle/pedestrian traffic, which is separated by curb lines or alighting.
fences or other similar structures. 17. Planted strip: A strip of road section provided for tree planting in
4. Carriageway: A road section used by dedicated vehicular traffic, order to improve road traffic environment and ensure a better
except for bicycles. living environment along roadsides, which is separated by using
Road Traffic Ordinance on Road Traffic safety device
5. Lane: A strip section of the carriageway (except for the service curb lines or fences or other similar structures.
Act Signage and Marking road) provided for safe and smooth traffic by directional separa- 18. On-street facility: A road accessory facility on sidewalks, bicycle
[Act No. 105 of [n 1960] tion of vehicles traveling in a single direction. tracks, bicycle/pedestrian tracks, median, shoulders, bicycle
6. Additional overtaking lane: An additional lane (except for paths and bicycle/pedestrian paths, except for common ducts
1960] Road environment climbing, turning and speed change lanes) provided specifically and common cable ducts.
for vehicles to overtake other vehicles. 19. Urban area: An area forming or expected to form a city or town.
7. Climbing lane: A lane for slower vehicles to be separated from 20. Rural area: Other areas than urban areas.
other vehicles on uphill roads. 21. Design traffic volume: Daily vehicular traffic volume determined
Road disaster 8. Turning lane: A lane for vehicles to turn right or left. by planners for road construction or reconstruction planners
prevention 9. Speed change lane: A lane for vehicles to accelerate or decelerate. designated by the Land, Infrastructure and Transport Ministry's
10. Median: A strip road section provided to separate a lane from the ordinance according to requirements in the same ordinance for
traffic in the opposite direction and ensure lateral clearances. the basis of road design, in consideration of trends of develop-
11. Service road: A strip of carriageway provided to applicable ment in the area and vehicular traffic conditions in the future.
Maintenance and repair sections, parallel to the carriageway, to ensure access of vehicles 22. Design speed: Vehicle speed that is used as a basis for road
to roadsides where access is prevented by embankment and/or design.
cut, or other means. 23. Sight distance: The distance measured along the lane (or
12. Shoulder: A strip of road section connected with carriageway carriageway in the case of a road without a lane and the same is
sidewalks, bicycle tracks or bicycle/pedestrian tracks to protect applied hereinafter) centerline at which an apex of a 10cm high
Act Parking space major road structure sections and to maintain carriageway object on the lane centerline is visible from 1.2m on the lane
Cabinet Order functions. centerline.
/ Ordinance of Ministry 13. Marginal strip: A strip section of the median or shoulder connect-
ed with the carriageway to provide optical guidance for drivers
Road technique standard Toll facilities and ensure lateral clearance.

72 73
 Technical Standards

(Road Classification)
Article 3
1. Roads shall be classified into Types 1 through 4 as listed in the following table.
Area where road is located
National expressways
and access-controlled highways or other roads.
National expressways and access-controlled highways
Other Roads
2. Type 1 roads shall be classified into classes 1 through 4 as listed in
Table 1, Type 2 roads shall be classified into Class 1 or 2 as listed
in Table 2, Type 3 roads shall be classified into classes 1 through 5
as listed in Table 3, and Type 4 roads shall be classified into classes
1 through 4 except where topographic conditions or other
Table 1 Type 1 Roads
3. Roads shall be classified as specified in the previous paragraph 2
based on traffic conditions.
4. Type 1, 2 and 3 Class 1 through 4 roads or Type 4 Class 1 through
3 roads (limited to elevated roads and other structures from which
vehicles cannot access roadsides for Type 3 Class 1 through 4
roads and Type 4 Class 1 through 3 roads) can be specified as the
roads exclusively for the traffic of smaller motor vehicles (hereinaf-
ter indicating small-sized vehicles and other similar small vehicles;
Rural Area Urban Area
and pedestrians and bicycles in the case of Type 3 Class 1 through
4 and Type 4 Class 1 through 3 roads), in an unavoidable case
Type1 Type2 such as for a topographical reason and due to conditions of urban-
Type3 Type4 ization, there shall be a neighboring detour road for other types of
vehicles, other than smaller motor vehicles.
5. A lane specifically for the traffic of smaller motor vehicles can be
circumstances do not permit such provision. Roads can be provided, by separating other lanes on Type 1, 2 and 3 Class1
classified into one class lower than the original class unless roads
are otherwise applicable to Type 1 Class 4, Type 2 Class 3, Type 3
Class 5, or Type 4 Class 4. (General Technical Standards for Construction of National Expressways and National Highways Structures)
Article 3-2
The next Article through Article 40 specify general technical
standards for the construction of national expressways and national
through 4 roads or Type 4 Class 1 through 3 roads, in unavoid-
able cases such as for a topographical reason and due to
conditions of urbanization. In the case of Type 3 Class 1 through
4 roads and Type 4 Class 1 through 3 roads, the lane specifically
for the traffic of smaller motor vehicles shall be limited to elevated
roads or other structures from which vehicles cannot access
roadsides.
6. Roads shall be classified into smaller motor vehicle roads (herein-
after indicating the roads provided specifically for the traffic of
smaller motor vehicles specified in the paragraph 4 and smaller
motor vehicles and pedestrians and bicycles in Type 3 Class 1
through 4 and Type 4 Class 1 through 3 roads and vehicles
specified in the previous paragraph) and regular motor vehicle
roads (hereinafter indicating roads and road sections other than
smaller motor vehicle roads).
highways structures, when these roads will be newly constructed or
reconstructed.

Designed traffic volume (vehicles/day)

Road type Type of Terrain
More than 20,000~ 10,000~ Less than (Design Vehicles)
30,000 30,000 20,000 10,000
Level Class 1 Class 2 Class 3 Article 4
National Expressway
Mountainous Class 2 Class 3 Class 4 1. Roads shall be so designed for the smooth and safe passage of roads, small-sized motor vehicles and regular-sized motor
Level Class 2 Class 3 small-sized motor vehicles and semitrailers (hereinafter indicating vehicles on other regular motor vehicle roads and smaller motor
Roads other than
National Expressway combined body consisting of trailing motor vehicle and trailed vehicles on smaller motor vehicle roads).
Mountainous Class 3 Class 4
vehicle without front axle, in which a part of the trailed vehicle 2. Specifications for the vehicle that is a basis of road design (herein-
rests on the motor vehicle and substantial weight of the trailed after referred to as “design vehicle”) by Type shall be listed
vehicle and its load are supported by the motor vehicle) on Type below.
Table 2 Type 2 Roads 1, Type 2, Type 3 Class 1 or Type 4 Class1 regular motor vehicle

Area where road is located Areas other than Central Business Central Business District in Large
Road type District in Large Metropolitan areas Metropolitan areas Front-edge Minimum
Length Width Height Wheelbase Rear-edge
overhang overhang turning radius
National Expressway Class 1
Small-sized motor
Roads other than National Expressway Class 1 Class 2 4.7 1.7 2.0 0.8 2.7 1.2 6.0
vehicle

Smaller motor vehicles 6.0 2.0 2.8 1.0 3.7 1.3 7.0

Table 3 Type 3 Roads Regular-sized motor

12.0 2.5 3.8 1.5 6.5 4.0 12.0
vehicle
Designed traffic volume (vehicles/day) Semi-trailer Front section
Road type Type of Terrain wheelbase: 4.0
More than 4,000~ 1,500~ 500~ Less than 16.5 2.5 3.8 1.3 2.2 12.0
20,000 20,000 4,000 1,500 500 Rear section
wheelbase: 9.0
National Level Class 1 Class 2 Class 3
Highway Class 2 Class 3 Class 4
Mountainous For this table, the following terminology definitions shall apply to the corresponding terms.
Prefectural Level Class 2 Class 3 1. Front-edge overhang: Distance from the front face of the vehicle body to the center of the front-wheel axle of a vehicle.
Roads 2. Wheelbase: Distance from the center of front-wheel axle of a vehicle to the center of the rear-wheel axle.
Mountainous Class 3 Class 4
3. Rear-edge overhang: Distance from the rear face of the vehicle body to the center of the rear-wheel axle of a vehicle.
Municipal Level Class 2 Class 3 Class 4 Class 5
Roads Mountainous Class 3 Class 4 Class 5

(Lane)
Table 4 Type 4 Roads
Article 5
Designed traffic volume (vehicles/day)
More than 4,000~ 500~ Less than 1. The carriageway (except for the service road, stopping lane and applied in the following paragraph) in accordance with the road
Road type 10,000 10,000 4,000 500 other sections specified by the ordinances of Ministry of Land, classification and on rural roads where design daily traffic volume
National Highway Class 1 Class 2 Infrastructure, Transport and Tourism) shall consist of the is no more than values of standard design volume (hereinafter
below-specified lanes, except for those classified as Type 3 Class 5. indicating maximum allowable traffic volume) as listed in the
Prefectural Roads Class 1 Class 2 Class 3
2. The number of lanes shall be 2 (except for additional overtaking, following table, while taking into account topographic
Municipal Roads Class 1 Class 2 Class 3 Class 4 climbing, turning and speed change lanes and the same is conditions.
74 75
 Technical Standards

Standard Design Volume Classification Lane Width (m)

Classification Type of Terrain
(vehicles/day) Class 1
14,000 3.5
Class 2 Level Class 2
Level 14,000 Regular motor vehicle roads 3.5
Type1 Class 3 Type1 Class 3
Mountainous 10,000 Smaller motor vehicle roads 3.25
Level 13,000 Regular motor vehicle roads 3.25
Class 4
Class 4
Mountainous 9,000 Smaller motor vehicle roads 3.0
Class 2 Level 9,000 Regular motor vehicle roads 3.5
Class 1
Level 8,000 Smaller motor vehicle roads 3.25
Class 3 Type2
Type3 Mountainous 6,000 Regular motor vehicle roads 3.25
Class 2
Level 8,000 Smaller motor vehicle roads 3.0
Class 4
Mountainous 6,000 Regular motor vehicle roads 3.5
Class 1
Class 1 12,000 Smaller motor vehicle roads 3.0
Type4 Class 2 10,000 Regular motor vehicle roads 3.25
Class 2
Class 3 9,000 Type3
Smaller motor vehicle roads 2.75
As for Type 4 roads with many intersections, standard design traffic volume shall be calculated by multiplying standard Regular motor vehicle roads 3.0
Class 3
design traffic volume herein by 0.8. Smaller motor vehicle roads 2.75
Class 4 2.75

3. The number of lanes on roads, other than those specified in the classification and are located in rural areas, and shall be Regular motor vehicle roads 3.25
Class 1
provision above, (except for Type 2 one-way roads and Type 3 determined by the rate of design daily traffic volume on the road Smaller motor vehicle roads 2.75
Type4
Class 5) shall be more than 4 (a multiple of 2 unless otherwise according to standard design daily traffic volume per lane as
Regular motor vehicle roads 3.0
required depending on traffic conditions) on Type 2 roads and listed in the following table, taking into consideration topograph- Class 2 and 3
one-way roads shall be more than 2 on roads that meet the road ic conditions. Smaller motor vehicle roads 2.75

5. Carriageway width on Type 3 Class 5 regular motor vehicle roads conditions or special reasons do not permit such provisions or
Standard Design daily Traffic shall be 4m. However, the width could be reduced to 3m where where bulb-out is created on regular motor vehicle roads
Classification Type of Terrain
Volume per Lane (vehicles/lane/day) design daily traffic volume is extremely low and topographic pursuant to the provisions of Article 31.2.
Class 1 Level 12,000
Level 12,000
Class 2 (Lane Division)
Type1 Mountainous 9,000
Level 11,000
Article 6
Class 3
Mountainous 8,000 1. The lanes (hereinafter this applies for all except one-way roads) on 5. A marginal strip shall be provided to the median.
Level 11,000 Type 1, Type 2 or Type 3 Class 1 roads shall be directionally 6. The width of the marginal strips shall be the values listed in the
Class 4 divided. It is also applied to other roads with four or more lanes if left column of the following table in accordance with road classifi-
Mountainous 8,000
necessary for safe and smooth traffic. cation. However, the median width can be reduced to the values
Class 1 18,000 2. Notwithstanding the provisions of the first sentence of the preced- listed in the right columns of the same table when the median
Type2
Class 2 17,000 ing paragraph, Type 1 roads with three or less lanes (hereinafter, width of the road or road section is reduced in accordance with
Class 1 Level 11,000 this applies for all except for climbing, turning and speed change paragraph 4.
lanes) may be left directionally undivided in unavoidable cases,
Class 2 Level 9,000
such as for topographical conditions or any other reasons. Classification Width of Marginal Strip Provided to Median(m)
Class 1
Mountainous 7,000 3. A median shall be provided, when required, for directional lane 0.75
Class 2
Type3 Class 3 Type1 0.25
Class 3
Level 8,000 division. 0.5
Class 4
4. Median width shall be no less than the values indicated in the left Type2 0.5 0.25
Mountainous 6,000 Class 1
Class 4 columns in the following table. However, the median width can
Type3 Class 2
Mountainous 5,000 be reduced to values listed in the right columns, in the same table, Class 3 0.25
Class 4
Class 1 12,000 where tunnels longer than 100m, bridges longer than 50m, Class 1
Type4 10,000
elevated roads, topographic conditions or other special conditions Type4 Class 2 0.25
Class 2 Class 3
do not permit.
Class 3 10,000

In the case of Type 4 roads with many intersections, standard design traffic volume per lane shall be calculated by multiplying
Classification Median Width(m) 7. Fences, or other similar structures, or curb lines connected to the
Class 1
4.5 2.0 marginal strip shall be provided to sections other than the
standard design traffic volume per lane herein by 0.6. Class 2
Type1
Class 3
3.0 1.5 marginal strip of the median (hereinafter referred to as the
Class 4
Class 1 2.25 1.5 "median").
Type2
4. Lane width (except for climbing, turning, and speed change the values as listed in the columns depending on the traffic Class 2 1.75 1.25
8. When on-street facilities are provided on the median, the median
Class 1
lanes,) shall be the values as listed in the columns for lane width, situation. Lane width on Type 1 Class 2 or 3 smaller motor vehicle Type3 Class 2 1.75 1.0 width shall be determined considering clearances as specified in
in the following table, in accordance with road classification. roads or Type2 Class 1 roads may be reduced 0.25m from the Class 3
Article 12.
Class 4
However, the lane width on Type 1 Class 1 and 2 or Type 3 Class values as listed in the columns in unavoidable cases, such as for Class 1 9. If necessary, additional overtaking lanes shall be provided to the
Type4 Class 2 1.0
2 or Type 4 Class 1 regular motor vehicle roads may add 0.25m to topographical and other reasons. carriageway of Type 1 roads with single lanes in each direction.
Class 3

76 77
 Technical Standards

(Service Roads) 5. Shoulder widths of the regular motor vehicle roads in tunnels
Classification
Width of Marginal Strip
(except for shoulders specified in the paragraph 3) or shoulder Provided to Shoulder (m)
Article 7 widths on the left side of smaller motor vehicle roads (except for Class 1
shoulders specified in the paragraph 3) may be reduced to 1m 0.75 0.5
1. The service roads shall be provided to Type 3 or 4 roads with 2. Service road width shall be a standard 4m. Type1 Class 2
on Type 1 Class 1 or 2 roads, 0.75m on Type 1 Class 3 or 4 roads
more than four lanes (except for climbing, turning and speed Class 3
and 0.5m on Type 3 (except for Class 5) regular motor vehicle 0.5 0.25
change lanes) if necessary. Class 4
roads or Type 3 Class 1 smaller motor vehicle roads.
Class 1
6. As for the shoulder connecting to the service road, values of Type2 0.5
Class 2
"1.25" and "0.75" in the left column of Type 3 carriageway as
(Shoulders)
tabulated in Section 2 shall be regarded as "0.5" and provisory
Article 8 requirements in Section 2 shall not be applied. shoulder widths for the regular motor vehicle roads in tunnels
7. On roads where sidewalks, bicycle tracks or bicycle/pedestrian may be the values listed in the right columns in the same table.
1. Shoulders shall be provided to roads connected to carriageways, be reduced to the values listed in the right columns in the same tracks are provided, major road structures shall be protected. If 10. Where it is necessary to protect major road structures, the
except where a median or stopping lane is provided. table where additional overtaking lanes, climbing lanes or speed smooth carriageway traffic can be maintained, the shoulder shoulder shall be provided on road ends so as to be connected
2. Shoulder width on the left side of the carriageway shall be, in change lanes are provided, or on road sections of bridges 50m connecting width can be omitted or the width can be reduced. to the sidewalk, bicycle track or bicycle/pedestrian track.
accordance with road classification, no less than the values listed or longer or elevated roads or other road sections in unavoidable 8. A marginal strip shall be provided to the shoulder connecting 11. Where on-street facilities are provided on the shoulder
in the left column of the following table. However, road width may cases such as for a topographical or other special reasons. with the carriageway on Type 1 or 2 roads. connected to the carriageway, shoulder width shall be the
9. The width of the marginal strips for regular motor vehicle roads values of shoulder width provided for the left side of the
Width of Shoulder Provided on shall be the values listed in the left column of the following table carriageway listed in paragraph 2 or the values of shoulder
Classification
Left of Carriageway(m) in accordance with road classification. The width of the marginal width provided for the right side of the carriageway listed in
Regular motor vehicle roads 2.5 1.75 strips on smaller motor vehicle roads shall be 0.25m. However, paragraph 4, plus the values required for the on-street facilities.
Class 1 and 2
Smaller motor vehicle roads 1.25
Type1
Regular motor vehicle roads 1.75 1.25
Class 3 and 4 (Stopping Lane)
Smaller motor vehicle roads 1.0
Regular motor vehicle roads 1.25 Article 9
Type2
Smaller motor vehicle roads 1.0
1. A stopping lane shall be provided on the left carriageway end on 2. The stopping lane width shall be 2.5m. However, the width may
Regular motor vehicle roads 1.25 0.75
Class 1 Type 4 roads to prevent stopping vehicles from impeding safe and be reduced to 1.5m where the traffic volume of larger vehicles is
Smaller motor vehicle roads 0.75 smooth traffic. low.
Type3 Regular motor vehicle roads 0.75 0.5
Class 2 through 4 Smaller motor vehicle roads 0.5
Class 5 0.5 (Track Bed)
Type4 0.5
Article 9.2
3. Notwithstanding the provisions of the preceding paragraph, columns in the same table where the road section is in a tunnel The track bed width shall be, in accordance with single or double
Single or Double Track Track Bed Width(m)
shoulder width on the left side of carriageways on Type 1 roads of no shorter than 100m, on bridges of no shorter than 50m, on track, wider than the values listed in the bottom columns of the
following table. Single Track 3
with directionally divided lanes shall be, in accordance with road elevated roads with low traffic volume of larger vehicles, or in
classification, no less than the values listed in the left column of unavoidable conditions such as for topographic or other Double Track 6
the following table. However, shoulder width on the left side of reasons.
the carriageway may be reduced to the values listed in the right (Bicycle Track)
Article 10
Width of Shoulder Provided on
Classification
Left of Carriageway(m)
1. Bicycle tracks shall be provided on both sides of roads on Type 3 reasons do not permit such provision.
Regular motor vehicle roads 2.5 1.75
or 4 roads with higher vehicle and bicycle traffic volume, except 3. Bicycle tracks shall be wider than 2m, except where topographic
Class 2 and 3
Smaller motor vehicle roads 1.25 where topographic conditions or other special reasons do not conditions or other special reasons do not permit such
Regular motor vehicle roads 2.5 2.0 permit such provision. provision, in such cases the width can be reduced to 1.5m.
Class 4 2. Bicycle tracks shall be provided on both sides of the roads to 4. Where on-street facilities are provided on the bicycle tracks, the
Smaller motor vehicle roads 1.25
ensure safe and smooth traffic on Type 3 or 4 roads with higher road width shall be determined in consideration of clearances as
bicycle traffic volume or on Type 3 or 4 roads with higher vehicle specified in Article 12.
4. Width of the shoulders provided on the right of carriageway shall listed in the right column of the following table. and pedestrian traffic volume (except for roads specified in the 5. Bicycle track width shall be determined in consideration of
be, in accordance with road classification, no less than the values preceding paragraph), if separation of bicycle traffic is considered bicycle traffic conditions on roads.
necessary, except where topographic conditions or other special

Classification Width of Shoulder Provided on

Right of Carriageway(m)
(Bicycle/Pedestrian Track)
Regular motor vehicle roads 1.25
Class 1 and 2
Smaller motor vehicle roads 0.75 Article 10.2
Type 1
Regular motor vehicle roads 0.75 1. Bicycle/pedestrian tracks shall be provided on both sides of Type 2. Bicycle/pedestrian track width shall be wider than 4m for roads
Class 3 and 4
Smaller motor vehicle roads 0.5 3 or 4 roads with large traffic volume (except for roads where the with higher pedestrian traffic volume and wider than 3m for
Regular motor vehicle roads
bicycle tracks would already be provided) except where other roads.
0.75
Type 2 topographic conditions or other special reasons do not permit 3. Where pedestrian bridges or pedestrian underpasses (hereinafter
Smaller motor vehicle roads 0.5 such provisions. referred to as “pedestrian bridges etc.” ) or on-street facilities
Type 3 0.5
Type 4 0.5

78 79
 Technical Standards

are provided, the bicycle/pedestrian track width shall be increased
by 3m where pedestrian bridges etc. are to be constructed, 2m
where a roofed bench is to be installed, 1.5m where a row of trees
is to be planted, 1m where a bench is installed or 0.5m in other
cases, respectively to the values given in the preceding
paragraph.The requirements as specified above shall be applied
(Sidewalk)
Article 11
1. A sidewalk shall be provided on both sides of Type 4 roads
(excluding those roads provided with bicycle/pedestrian tracks),
Type 3 roads (except for Class 5 and excluding those roads
provided with bicycle/pedestrian tracks) with higher pedestrian
traffic volume or Type 3 roads already provided with bicycle
tracks, except where topographical conditions or any other
reasons prevent such provision.
2. Sidewalks shall be provided on Type 3 roads (excluding those
roads already provided with bicycle/pedestrian tracks and those
roads stipulated in the preceding paragraph) where it is required
for safe and smooth traffic, except where topographic conditions
or any other reasons do not permit such provision.
3. The sidewalk width shall be wider than 3.5m for roads with higher
except for Type 3 Class 5 roads where topographic conditions or Fig.1
other special reasons do not permit such provisions.
4. The bicycle/pedestrian track width shall be determined in (1) (2) (3)
consideration of bicycle and pedestrian traffic conditions on the
road. Carriageway of roads where the shoulder is provided by Carriageway of roads where Of carriageway, sections
connecting with the carriageway [except for the road sections the shoulder is not provided related to Separator or Island
specified in (3)] by connecting with the
carriageway[except for the
road sections specified in (3) ]
Carriageway of roads other Carriageway in tunnels
than tunnels without without sidewalk or bicycle
sidewalk or bicycle track, track, on bridges longer than
pedestrian traffic volume and wider than 2m for other roads. bridge longer than 50m or 50m or elevated road
elevated road
4. Where pedestrian bridges etc. or on-street facilities are provided,
bicycle/pedestrian track width shall be increased by 3m where
pedestrian bridges etc. are to be constructed, 2m where a Figure (omitted)
roofed bench is to be installed, 1.5m where a row of trees is to In this figure, H, A, b, c, d and e indicate the following values.
be planted, 1m where a bench is installed or 0.5m in other H: 4.5m for regular motor vehicle roads and 3m for smaller motor vehicle roads except for Type 3 Class 5 regular motor vehicle roads
cases, respectively to the values given in the preceding where the value may be reduced to 4m in unavoidable cases such as for a topographical reason (or 3m when traffic volume of
paragraph, and requirements as specified above shall be large-sized motor vehicles is extremely small and these may access neighboring bypass roads).
applied, except for Type 3 Class 5 roads where topographic a: The width of the shoulder connected with the carriageway on regular motor vehicle roads (for shoulders where on-street facilities are
conditions or other special reasons do not permit such provided, shoulder width minus value required for on-street facilities), provided that the value exceeds 1m shall be 1m. The width of
the shoulder connected with the carriageway on smaller motor vehicle roads shall be 0.5m.
provisions.
b: Value subtracting 3.8m from H (regarded as 3.8m where H is less than 3.8m) for regular motor vehicle roads and this value shall be
5. The sidewalk width shall be determined in consideration of
0.2m for smaller motor vehicle roads.
pedestrian traffic conditions on the roads. c and d: Concerning the separator, values listed in columns c and d in accordance with road classification and concerning the island, the
value of c shall be 0.25m and the value of d shall be 0.5m.

(Waiting Area for Pedestrians) Classification c (Unit: m) d (Unit: m)

Regular motor vehicle roads 1.0
Article 11.2 Class 1 Smaller motor vehicle roads
0.5
0.5
Type 1 Class 2 Regular motor vehicle roads 1.0
Waiting space for pedestrians shall be provided on sidewalks, that the safe and smooth passage of pedestrians or bicycle riders 0.25
Smaller motor vehicle roads 0.5
bicycle-and pedestrian tracks, bicycle-and pedestrian paths or will not be impeded due to the accumulation of pedestrians at the
Class 3 and 4 Regular motor vehicle roads 0.75
exclusive pedestrian roads, in the case that it is necessary to ensure pedestrian crossings or at bus stops. 0.25
Smaller motor vehicle roads 0.5
Regular motor vehicle roads 0.75
Type 2 0.25
Smaller motor vehicle roads 0.5
(Median Width in Snowy Areas) Type 3 0.25 0.5
0.25 0.5
Article 11.3 Type 4
e: Width of the shoulder connected with the carriageway (for shoulders where on-street facilities are
Center strip, shoulder, bicycle/pedestrian track and side walk width in snowy areas shall be determined in consideration of snow removal. provided, shoulder width minus value required for on-street facilities).

(Planted Strip)
Fig. 2 (omitted)
Article 11.4
1. The planted strip shall be provided to Type 4 Class 1 and Class 2 improve road traffic environment or to ensure a better living
roads and if necessary to other roads, except where topographic environments along adjoining areas irrespective of the (Design Speed)
conditions or other special reasons do not permit such requirements above:
provisions. 1) Sections of arterial roads and central business districts in large Article 13
2. The planted strip width standard shall be 1.5m. cities running through scenic spots. Classification Design Speed (km/h)
3. The planted strips provided between road sections as described 2) Sections of arterial roads running through residential areas or 1. Design speed on roads, except for service roads, shall be the
below shall have proper width values, exceeding values specified areas that are expected to become residential. values listed in the left column of the following table, in Class 1 120 100
in the section above when required for conditions in 4. For planted strips, the selection of plant species and accordance with road classification, except where topographical Class 2 100 80
Type1
comprehensive consideration of road structure, traffic condition, arrangement of trees shall take into account with the ecological conditions or any other reasons do not permit such provisions. Class 3 80 60
and land use of adjoining areas and other measures taken to characteristics of the area. Design speed on roads may be the values listed in the right Class 4 60 50
column of the same table when dealing with these exceptions, 80 60
Class 1
however this does not apply to Type 1 Class 4 roads that are Type2
Class 2 60 50 or 40
(Clearances) national expressways.
Class 1 80 60
2. Design speed on the service roads shall be 40km, 30km, or 20km
Article 12 per hour. Class 2 60 50 or 40
Type3 Class 3 60,50 or 40 30
Clearances on roads shall be shown in Fig.1 for carriageways and in (hereinafter referred to as "bicycle tracks"). Class 4 50,40 or 30 20
Fig.2 for sidewalks and bicycle tracks or bicycle/pedestrian tracks
Class 5 40,30 or 20
Class 1 60 50 or 40
Class 2 60,50 or 40 30
Type4
Class 3 50,40 or 30 20

80 81
 Technical Standards

(Carriageway Bend Section) (Sight Distance)

Article 14 Article 19
Carriageway bend sections shall be curved in shape, except for traffic) or bend sections provided pursuant to the provision of 1. Sight distance shall not be less than the values below, as listed in Design Speed (km/h) Transition Section Length (m)
transition sections, (hereinafter indicating certain sections, provided Article 31.2. the following table according to design speed.
120 210
at the carriageway bend sections, that allow for smooth vehicle 2. For roads with two lanes (except for one-way roads), sufficient
sections of oncoming highway visible to the driver shall be 100 160
provided for overtaking. 80 110
(Radius of Curve) 60 75
50 55
Article 15
40 40
Radii of curve at the centerline of the carriageway (hereinafter Design Speed (km/h) Radius of Curve (m) 30 30
referred to as "radius of curve"), except for transition sections,
120 710 570 20 20
(hereinafter referred to as "carriageway curve section") shall not be
100 460 380
less than the values as listed in the left column of the following (Grade)
80 280 230
table according to design speed, except when unavoidable due to,
60 150 120
for example, topographical reasons, in which case the radii of curve
50 100 80
Article 20
may be reduced to the values as listed in the right column of the
40 60 50 Carriageway grades shall be no more than the values listed in the conditions or any other reasons do not permit such provisions; in
same table.
30 30 left grade column of the following table according to road such cases the values of the grade may be reduced to the values
20 15 classification and design speed, except where topographical listed in the right grade column of the same table.

(Superelevation at Curve Section) Classification Design Speed (km/h) Grade (%)

120 2 5
Article 16 100 3 6
Appropriate Superelevation with no more than the values as listed 80 4 7
Area Where Road is Maximum 60 5 8
in the right column of the following table (6% for Type 3 roads Classification
Located Super-elevation (%) Regular motor vehicle roads 50 6 9
without bicycle track) shall be provided on curves of the
40 7 10
carriageway, the median (except for divider), and the shoulder Severely Snowy or
Snowy or Cold Area 6 Type 1, 30 8 11
connected with the carriageway, according to road classification Type 1,2 20 9 12
Cold Area Type 2
and degree of snow fall or cold climate in the areas where the roads and 3 Other Areas 8 & Type3 120 5
4
are located, in consideration of design speed, radii of curve, and Other Areas 10 100 6
topographical conditions, unless the radius of the curve is too large, 80 7
Type4 6
except for Type 4 roads which can be omitted in such unavoidable Smaller motor vehicle roads 60 8
cases as topographical conditions or any other reasons. 50 9
40 10
30 11
(Widening Lane at Curve Section) 20 12
60 5 7
Article 17 50 6 8
Regular motor vehicle roads 40 7 9
The lane width on carriageway curve sections (or carriageway width except for Type 2 and 4 roads, where topographical conditions or 30 8 10
in the case of roads without lanes) shall be appropriately widened any other reasons do not permit such provisions. 20 9 11
Type 4
60 8
50 9
(Transition Section) Smaller motor vehicle roads 40 10
30 11
Article 18 20 12

1. Transition sections shall be provided on carriageway bend

Design Speed (km/h) Transition Section Length (m)
sections for Type 4 roads where topographical conditions or any
other reasons do not permit such provisions. 120 100 (Climbing Lane)
2. When a curved section is widened and/or provided with 100 85
Superelevation, a runoff for this widening and/or Superelevation 80 70 Article 21
shall be completed in the transition section. 60 50
3. The transition curve length shall not be less than the right side 1. A climbing lane, if necessary, shall be provided to the km per hour on other regular motor vehicle roads than national
50 40
value as listed in the following table according to design speed carriageway of the regular motor vehicle roads where grades expressways and national highways).
40 35
(or length required for runoff when length required for runoff as exceed 5% (or 3% when the design speed is no less than 100 2. The climbing lane width shall be 3m.
specified in Section above exceeds values as listed in the same 30 25
column). 20 20

82 83
 Technical Standards

(Vertical Curve) (Compound Grade)

Article 22 Article 25
1. Compound Grades (hereinafter indicating combination of vertical Design Speed (km/h) Compound Grade (%)
1. Vertical curves shall be provided where grades change on the speed is 60km per hour, the radii shall be reduced to 1,000m,
carriageway. where topographical conditions or any other reasons do not grade and Superelevation or cross slope) shall be no more than 120
2. Radii of vertical curves shall be more than the values listed in the permit such provisions. the right side values as listed in the following table according to 10
100
radius of vertical curve column of the following table according to 3. Vertical curve lengths shall be more than the values listed in the design speed, except for roads with design speed of 30km/h or
20km/h where compound grades may be 12.5% in unavoidable 80
design speed and Types of vertical curves, except when the radii below right column of the following table according to design 10.5
of crest vertical curves on Type 4 Class 1 roads, when design speed. cases, such as topographical conditions or any other reasons. 60
2. Compound grades shall be not more than 8% on those roads
50
located in severely snowy or cold areas.
Design Speed (km/h) Type of Vertical Curve Radius of Vertical Curve(m) Design Speed (km/h) Vertical Curve Length(m) 40
11.5
Crest 11,000 120 100 30
120
Sag 4,000 100 85 20
Crest 65,00 80 70
100
Sag 3,000
60 50
(Drainage Facility)
Crest 3,000
80
Sag 2,000
50 40 Article 26
1,400 40 35
Crest Gutter, gully, or other drainage facilities shall be provided to roads if necessary.
60 30 25
Sag 1,000
Crest 65,00 20 20
50
Sag 800 (At-grade Intersection or Connection)
Crest 700
40
Sag 450 Article 27
Crest 250 1. An intersection shall be designed so as to contain no more than related section may be reduced to 3m for Type 4 Class 1 regular
30
Sag 250 five intersecting legs, except when it is located in a special place motor vehicle roads or to 2.75m for Type 4 Class 2 or 3 regular
Crest 100 such as in front of a station. motor vehicle roads or to 2.5m for Type 4 smaller motor vehicle
20
Sag 100 2. At an intersection where two or more roads join or intersect at roads.
grade, if necessary, a turning lane, speed change lane, or island 4. The standard width of turning and speed change lanes shall be
shall be provided, and corners of intersection shall be cut, and 3m for regular motor vehicle roads and 2.5m for smaller motor
(Pavement) unobstructed sight shall be ensured. vehicle roads.
3. Where the turning lane or speed change lane is provided, lane 5. Where a turning or speed change lane is provided, proper runoff
Article 23
width (except for the turning lane or speed change lane) of the shall be provided according to design speed.
1. Carriageways, median (except for divider), shoulders connected of Land, Infrastructure, Transport and Tourism, except in the
with carriageways, bicycle tracks and sidewalks shall be paved case of traffic volume of small vehicles or any other unavoidable
except in unavoidable cases, such as extremely small traffic conditions.
(Grade Separation)
volume. 3. Type 4 roads (except for tunnels) shall be constructed so that it
Article 28
2. The pavement of carriageways and marginal strips shall be shall be capable of causing storm water to permeate smoothly
constructed so that safe and smooth vehicular traffic can be under the road surfaces and reducing the traffic noise level, in
1. When two regular motor vehicle roads having four or more lanes another smaller motor or a regular motor vehicle road, the
ensured on the basis of the design wheel load of 49 kN, in consideration of the land uses and vehicle traffic conditions in
intersecting mutually, excluding climbing lanes, turning lanes intersection shall be separated by grades.
consideration of designed traffic volume, vehicle weight, the area where the roads are located or along them, except
and speed change lanes, the intersection shall be separated by 3. Where the grade separation is provided, a road linking
subgrade conditions, and meteorological conditions and that where road structure, meteorological conditions or other special
grades as a rule, except when the grade separation is unsuitable intersecting roads mutually (hereinafter referred to as a
shall meet the standards laid down in the Ordinance of Ministry reasons do not permit such provisions.
due to traffic conditions or in an unavoidable case such as a “ramp” ) shall be provided if necessary.
topographical reason. 4. Provisions of Articles 5 through 8, Article 12, Article 13, Article
(Cross Slope) 2. When a smaller motor vehicle road with four or more lanes 15, Article 16, Articles 18 through 20, Articles 22 and 25 shall
(except for turning lanes and speed change lanes) crosses not be applied to the ramp.
Article 24
1. Cross slopes shall be provided to the carriageway, median(except (At-grade Intersection with Railway)
for divider) and shoulder connected with the carriageway Road Surface Type Cross Slope (%)
according to road surface Type and the right side values as listed Article 29
Paved Road Complying with
in the following table unless Superelevation is provided. 1.5-2
Standards Specified in Article 23.2
2. 2% of cross slope as a standard shall be provided to sidewalks When a road intersects at a grade with a railway or street railway conditions or any other reasons do not permit such provisions.
and bicycle tracks. newly constructed in accordance with the Street Railway Act (Act 3. A visible distance, distance from the intersection point of the
Others 3-5 No.76 1921) (hereinafter referred to as a “railway” ), the road shall railway end track centerline and the carriageway centerline to
3. The paved road of the structure specified in paragraph 3 of the
previous Article may dispense with or reduce cross slope, if be so constructed as specified below. the point on the track centerline visible at the height of 1.2m at
proper road surface drainage can be ensured in consideration of 1. Intersection angles shall be not less than 45 degrees. point 5m on the carriageway centerline from the track, shall not
meteorological conditions. 2. Sections 30m from both ends of railroad crossing and the railroad be less than the values listed in the following table, except for
crossing section shall be straight and vertical carriageways, where a crossing gate or other security facilities are provided or
grades for these sections shall be less than 2.5%, except where with smaller vehicular traffic volume and fewer passing trains.
there is extremely small vehicular traffic volume or topographical

84 85

Maximum Train Speed at Railroad Crossing (km/h)
Less than 50
50-70
70-80
80-90
90-100
100-110
More than 110
(Turnout)
Article 30
Turnout shall be provided on Type 3 Class 5 roads as specified
below, except for on roads where smooth traffic can be ensured.
1. Distance between two turnouts shall be within 300m.
2. Roads between two turnouts shall be visible from one of these
(Traffic Safety Device)
Article 31
When it is necessary for traffic accident prevention, the pedestrian
bridge, fence, lighting, safety post, emergency notification facility,
and other similar facilities, as specified by the Land,
(Speed Hump, Builb-out, etc.)
Article 31.2
When it is necessary for slowing down vehicles, to ensure safe
pedestrian or bicycle traffic, speedhump shall be provided on the
surface of the carriageway or on the shoulders connecting to the
(Islands at Bus/Tram stops)
Article 31.3
Islands shall be provided as necessary at bus bays or streetcar stops
that do not connect to bicycle tracks, bicycle/pedestrian tracks or
(Automobile Parking Lot, etc.)
Article 32
Automobile parking lots, bicycle parking lots, bus bays, emergency
parking basis or other similar facilities specified by the Land,
Infrastructure and Transport Ministry's Ordinances shall be
(Snow Protection Facility and Other Protector)
Article 33
1. Where an avalanche, blizzard, snowfall or other meteorological
events could prevent smooth traffic, snow shed, drain for snow
removal, snow melting facilities or other facilities shall be
provided as specified by the Land, Infrastructure and Transport
86
Visible Distance (m) (Tunnel)
110 Article 34
160
1. To ensure safe and smooth traffic, proper ventilation facilities
200
shall be provided in the tunnel when required in consideration of
230
design traffic volume and tunnel length on the road.
260 2. When required for safe and smooth traffic, proper lighting shall
300 be provided in the tunnel in consideration of design speed.
350
(Bridge and Elevated Road)
Article 35
1. Bridges, elevated roadss, or other similar roads shall be steel or
turnouts. concrete structure or the equivalent.
3. The length shall be more than 20m and the total width of the 2. Design vehicle load for bridges, elevated roads, and other similar
carriageway shall be more than 5m. regular motor vehicle roads shall be 245kN. The structures of
said bridges, elevated roads, and other similar regular motor
vehicle roads shall secure safe traffic in view of large-sized vehicle
traffic conditions for these roads.
3. Design vehicle load for bridges, elevated roads, and other similar
smaller motor vehicle roads shall be 30kN. The structures of said
Infrastructure and Transport Ministry's Ordinances, shall be (Exception to Incidental Work)
provided.
Article 36
After a case is identified in which road work executed on others
roads or work other than road work is executed and determined to
be influencing roads, provisions from Articles 4 to 35 (except for
carriageway, or builb-out or bend sections shall be provided on the (Exception to Change of Road Classification)
carriageway, on Type 3 Class 5 roads intended primarily for use by
nearby residents. Article 37
When classification, as specified in Article 3.2, is changed by plans
as to change a part of national highways to prefectural or municipal
roads, classification following the change shall result in applying
requirements of Article 3.4, Article 3.5, Article 4, Article 5, Article
6.1, Article 6.4, Article 6.6, Article 8.2 through 8.6, Article 8.9,
sidewalks. Article 8.11, Article 9.1, Article 10.2.3, Article 11.1, Article 11.2,
Article 11.4, Article 11.4.1, Article 12, Article 13.1, Article 16, Article
17, Article 18.1, Article 20,Article 22.2, Article 23.3, Article 27.3,
Article 30 and Article 31.2. In this case, "Type 3 Class 5 roads" in
proviso of Article 5.1, Article 5.5, proviso of Article 10.2.3, proviso
(Exception to Reconstruction of Short Section)
provided, if necessary, to ensure safe and smooth traffic or to
contribute to public convenience. Article 38
1. When a short section on roads that severely prevents traffic is
reconstructed as an emergency measure, except for
reconstruction as listed in the following requirements, this section
may be exempted from application of Article 5, Article 6.4
through Article 6.6, Article 7, Article 9, Article 9.2, Article 10.3,
Article 10.2.2, Article 10.2.3, Article 11.3, Article 11.4, Article
Ministry’ s Ordinances. 11.4.2, Article 11.4.3, Article 15 through Article 22, Article 23.3,
2. Unless specified above, a fence, retaining wall, and other proper and Article 25, if it is approved that the road structure of sections
protectors shall be installed where falling stone, slope failure, adjacent to this section do not satisfy these requirements.
billow, etc. could prevent traffic or damage road structure.
Technical Standards
3. When a vehicle fire or other accidents in the tunnel could cause
risks to traffic, the communication facilities, warning facilities,
firefighting facilities and other emergency facilities shall be
provided in the tunnel if necessary.
bridges, elevated roads, and other similar smaller motor vehicle
roads shall secure safe traffic in view of smaller vehicular traffic
conditions for these roads.
4. In addition to the requirements in the three previous
paragraphs, necessary matters regarding construction standards
for bridges, elevated roads, or other similar roads shall be
specified by the Ordinances of the Ministry of Land,
Infrastructure, Transport and Tourism.
Article 8, Article 13, Article 14, Article 24, Article 26, Article 31 and
Article 33) may be exempted from application after it is approved
that the case is not subject to these requirements.
of Article 11.4 and Article 12 shall be read as "Type 3 Class 5 or
Type 4 Class 4 roads". "Type 3 Class 5 roads" in Article 5.3 shall be
read as "Type 3 Class 5 and Type 4 Class 4 roads". "Type 4 roads"
in Article 9.1 and Article 11.1 shall be read as "Type 4 (except for
Class 4)". "Type 3" in these paragraphs shall be read as "Type 3 or
Type 4 Class 4". "Type 3" in Article 11.2 shall be read as "Type 3 or
Type 4 Class 4". "Values listed in the top column" in Article 13.1
shall be read as "Values listed in the top column (for Type 4 Class 4
roads, 40km/h, 30km/h or 20km/h)". "Mainly" in Article 31.2 shall
be read as "Type 4 Class 4 roads or mainly".
2. When a short section of roads that severely impact safety is
reconstructed as an emergency measure, this section shall be
exempt from application of Article 5, Article 6.4 through Article
6.6, Article 7, Article 8.2, Article 9, Article 9.2, Article 10.3,
Article 10.2.2, Article 10.2.3, Article 11.3, Article 11.4, Article
ll.4.2, Article 11.4.3, Article 19.1, Article 21.2, Article 23.3,
Article 39.1, Article 39.2, and Article 40.1, if it is determined in
consideration of road conditions that it is not proper to apply
these requirements.
87
 Technical Standards

(Bicycle Path and Bicycle/Pedestrian Path)

a a
Article 39
1. Bicycle path width shall be not less than 3m, while b b
bicycle/pedestrian path width shall be no less than 4m. However,
where topographical conditions or any other reasons do not
permit such provisions, bicycle path width can be reduced to H
2.5m. H
2. Lateral clearances wider than 0.5m shall be provided to both
sides of bicycle paths or bicycle/pedestrian paths as a part of the 2.5m 1.5m
roads.
3. Where on-street facilities are provided on bicycle tracks or Marginal Strip
bicycle/pedestrian tracks, width of these tracks shall be (0.25m Where no
determined in consideration of clearances as specified in the Carriageway Mariginal strip exists)
e e
following provision. Bicycle path or
bicycle/pedestrian Carriageway
4. Bicycle path and bicycle/pedestrian path clearances shall be in path(excluding the
accordance with the following figure. necessary area for on-
street facilities)
5. Alignment, grade, and other features of bicycle paths and
bicycle/pedestrian paths shall be determined so as to ensure safe
and smooth bicycle and pedestrian traffic.
6. Requirements of Article 3 through 37 and Section 1 of the
preceding Article (excluding Article 1 1.2 for bicycle/pedestrian 0.25m
path) shall not be applied to bicycle paths and bicycle/pedestrian d
paths.
b b

(Pedestrian Path)
Article 40 H H
1. Pedestrian path width shall be not less than 2m in consideration
0.25m C
of pedestrian traffic conditions and areas where the track is
located, except where topographical conditions or other reasons
1.5m
do not permit such provisions, in which case the width can be 1.5m
reduced to 1m. 2.5m
2. Where on-street facilities are provided on pedestrian paths, width Carriageway Sparator
shall be determined in consideration of clearances as specified in or
the following provision. Island
3. Pedestrian path clearances shall be in accordance with the
following figure.
Pedestrian path
4. Alignment, grade and other features of pedestrian paths shall be (excluding the
necessary area for on-
determined so as to ensure safe and smooth pedestrian traffic. street facilities)
5. Requirements of Articles 3 through 11, Article 11.3 through 37
and Section 1 of Article 38 shall not be applied to pedestrian
paths.

(General technical standards for structure of prefectural and municipal roads)

On-street facilities
Article 41
1. The provisions of Article 4, 12, 35.2, 35.3, 35.4 (limited to the roads". "Type 3 Class 5 roads" in Article 5.3 shall be read as
matters listed in Article 30.1.12), 39.4, and 40.3 shall apply "Type 3 Class 5 and Type 4 Class 4 roads". "Type 4 roads" in 2.5m
mutatis mutandis to general technical standards for the structure Article 9.1 and Article 11.1 shall be read as "Type 4 (except for
of prefectural or municipal roads when these roads are newly Class 4)". "Type 3" in these paragraphs shall be read as "Type 3 2.5m
constructed or reconstructed. In this case, "Type 3 Class 5" in or Type 4 Class 4". "Type 3" in Article 11.2 shall be read as "Type
Article 12 shall be read as "Type 3 Class 5 or Type 4 Class 4". 3 or Type 4 Class 4". "Values listed in the left column" in Article
2. The provisions of Article 5 through Article 11.4, Article 13 13.1 shall be read as "Values listed in the left column (for Type 4 Sidewalk or bicycle
through 34, Article 35.1 and 35.4 (except for the provisions Class 4 roads 40km/h, 30km/h or 20km/h)". "Primarily for use" track width after
Sections required for
listed in Article 30.1.12), Article 36 through 38, Article 39.1 in Article 31.2 shall be read as "Primarily for Type 4 Class 4 roads
on-street facilities
through 39.3, Article 39.5 and 39.6, Article 40.1, 40.2, 40.4, and or use". In Article 37 "National highways" shall be read as are subtracted
40.5 shall apply mutatis mutandis to the standard specified in "prefectural roads", "prefectural roads or municipal roads" and Sidewalk or
bicycle track width Sidewalk or
Article 30.3. In this case, "Type 3 Class 5 roads" in proviso of "other roads" shall be read as "municipal roads", "subject part"
Article 5.1, Article 5.5, proviso of Article 10.2.3, and proviso of shall be read as "subject prefectural roads". bicycle track width
Article 11.4 shall be read as "Type 3 Class 5 or Type 4 Class 4
88 89
 Statistics

Statistics
Road Statistics of Japan
Road Length by Category (April 1, 2016) Vehicles in Use (Mar. 31, 2016)

Category Unit : km Vehicle type Unit: vehicles

Motorways (National expressways) 8,776 Passenger cars 61,253,300

Highways, Main or National Roads (National highways) 51,796 Buses & Motor coaches 232,793

Secondary or Regional Roads (Prefectural roads) 96,040 Vans, pick-ups, lorries, road tractors 16,004,870

Other Roads (Municipal roads) 196,216 Total 77,490,963

Total 349,828 (Reference) Motorcycles & Mopeds 3,602,689

・Roads less than 5.5m in width have been excluded from the statistics. (Source: Automobile Inspection & Registration Information Association website)
(Source: Road Statistics Annual Report [Douro Toukei Nenpo] 2017, Road Bureau, MLIT)

Vehicular Traffic Volume (2016) Road Accidents (2016)

Vehicle type Unit: Million vehicle kilometers/year Unit: accidents, or persons

Passenger cars 525,470 Number of Injury Accidents 499,201

Buses & Motor coaches 5,916 Number of Persons Injured 618,853

Vans, pick-ups, lorries, road tractors 198,381 Number of Persons Killed 3,904

Total 729,768 (Source: Traffic Accidents Situation, and Number of Fatalities within 30 days from the Time of Accident, National Police Agency)

Source: Transport-related Statistics Data [Kotsu Kanren Toukei Shiryoshu], Policy Bureau, MLIT
Road Expenditure (2015)

Unit: million yen

Freight Transport (2016)
Gross investment 3,677,549
Modes Unit: million ton-km/year
Maintenance expenditures 1,820,704
Road 212,034
Total 5,498,253
Rail 21,654
・Expenditures for toll roads are excluded.
Waterway 180,381 (Source: Road Statistics Annual Report [Douro Toukei Nenpo] 2017, Road Bureau, MLIT)

Total 413,680

Passengers Transport (2016)

Modes Unit: million passenger-km/year

Road, public transport 63,737

Road, private transport 821,360

Rail 431,799

Total 1,316,896

Source: Transport-related Statistics Data [Kotsu Kanren Toukei Shiryoshu], Policy Bureau, MLIT

90 91
 Statistics

Change in Investment in the Five-Year Road Development Program

Unsubsidized Local
General Road Projects Toll Road Projects
Road Projects
The Five-Year Road Total
Development Plans Investment Ratio Investment Ratio Investment Ratio ￥billions
￥billions % ￥billions % ￥billions %

1st Plan 260.0 100.0 - - - - 260.0

FY1954-57 182.1 59.0 146.0 4.7 111.9 36.3 308.6
a/A (%) 70.0 - - - - - -
2nd Plan 610.0 61.0 200.0 20.0 190.0 19.0 1,000.0
FY1958-60 322.2 61.3 51.0 9.7 152.1 29.0 525.2
b/B (%) 52.8 - 25.5 - 80.0 - 52.5
3rd Plan 1,300.0 61.9 450.0 21.4 350.0 16.7 2,100.0
FY1960-63 722.2 57.7 225.5 18.0 304.5 24.3 1,252.2
c/C (%) 55.6 - 50.1 - 87.0 - 59.6
4th Plan 2,200.0 53.7 1,100.0 26.8 800.0 19.5 4,100.0
FY1964-66 1,244.1 56.8 443.2 20.2 502.3 23.0 2,189.6
d/D (%) 56.6 - 40.3 - 62.8 - 53.4
5th Plan 3,550.0 53.8 1,800.0 27.3 1,100.0 16.6 1) 6600
FY1967-69 1,795.6 51.9 753.5 21.7 912.7 26.4 3,461.8
e/E (%) 50.6 - 41.9 - 83.0 - 52.5
6th Plan 5,200.0 50.2 2,500.0 24.2 2,550.0 24.6 2) 10300
FY1970-72 3,108.0 49.9 1,317.9 21.2 1,786.3 28.8 9) 6223.5
f/F (%) 59.8 - 52.7 - 70.1 - 60.1
7th Plan 9,340.0 47.9 4,960.0 25.4 4,700.0 24.1 3) 19500
FY1973-77 7,757.8 47.3 3,960.8 24.1 4,693.9 28.6 16,412.5
g/G (%) 83.1 - 79.9 - 99.9 - 84.2
8th Plan 13,500.0 47.4 6,800.0 23.9 7,500.0 26.3 4) 28500
FY1978-82 12,947.9 45.0 6,614.5 23.0 9,231.4 32.0 28,793.8
h/H (%) 95.9 - 97.3 - 123.1 - 101.0
9th Plan 16,000.0 41.9 9,200.0 24.1 11,700.0 30.6 5) 38200
FY1983-87 15,926.5 43.1 9,740.3 26.4 11,252.7 30.5 36,919.4
i/I (%) 99.5 - 105.9 - 96.2 - 96.6
10th Plan 23,800.0 44.9 14,000.0 26.4 13,900.0 26.2 6) 53000
FY1988-92 22,637.6 41.1 14,238.7 25.9 18,164.3 33.0 55,040.6
j/J (%) 9.1 - 101.7 - 130.7 - 103.9
11th Plan 28,800.0 37.9 20,600.0 27.1 25,200.0 33.2 7) 76000
FY1993-97 28,627.4 39.9 17,703.6 24.7 25,476.2 35.5 71,807.2
k/K (%) 99.4 - 85.9 - 101.1 - 94.5
12th Plan 29,200.0 37.4 17,000.0 21.8 26,800.0 34.4 8) 78000
FY1998-02 31,729.0 48.6 13,431.2 20.6 20,155.4 30.9 65,315.6
l/L (%) 108.7 - 79.0 - 75.2 - 83.7

92